Skip to main content

Full text of "Ryan Reporter"

See other formats


"Peace," the politician demanded. 

We have peace. 
"Abundance," the candidate promised. 

We have abundance. 
"Full employment," the demagogue pleaded. 

We have full employment. 

But even with peace, abundance and full employment across the nation, 
Joe Worker wants to know "What's in it for me?" 

Sure, he knows that machine power has been boosted nearly fivefold since 
1910; that we have doubled and redoubled output in our factories and 
amazed the world with the rich bounty of our farms. 

Joe knows that although we have less than 7% of the world's population 
we use 54% of its telephones, ride in about 85% of its automobiles and have 
a toe-hold on 50,000,000 savings accounts. Pretty clean-cut sort of people, 
too, with 92%. of all bathtubs on the dirty old globe. And when we shuffle 
off this mortal coil, we'll leave behind about 70,000,000 life insurance policies. 

Okay, so we've got life insurance and lots of production. But maybe we'll 
have another depression. And look at the high prices! Where do we go 
from here? 

That we can answer straight from the record. IF we maintain our level 
of production on farm and assembly line, IF we stay in business the American 
way, we can't go anywhere but onward! Promises don't count; propaganda 
doesn't fill the bread-basket. Your best bet in forecasting the future is to 
examine the past. And here in America we have climbed out of the wilder- 
ness and cleared a path to plenty, with every shining, upward achievement 
graven into imperishable record for the ages! 

"What's in it for me?" is not a selfish question. 

A man's first duty is to his family and his children. And when he properly 
discharges that duty, he can better serve his grateful country. All of us 
here in America are workers. We've had a dictatorship of the proletariat 
because we workers also own the businesses, manage the mines, purchase the 
stocks, serve on boards of directors and create music, literature, art and 

There's plenty in it for all of us, if we stick together in the American way 
of doing business! 


Modern and efficient^ Ryan Aeronautical 
Company^s 43-acre Sait Diego plant ac- 
celerates its peace-time pace. 


No, it isn't new. This, the first issue of 
RYAN REPORTER, is more accurately a con- 
tinuation of our publishing endeavors w^hich 
had a necessary interruption after V-J Day 
when all aircraft manufacturing activity 
shrunk to a low level. 

When the first issue of the old RYAN 

back in 1941, it 
present slick paper 
For the first twc 
cut on stencils and 
graph machine. £a 

off . 

from the 

Dw^n mimeo- 

ch succeeding year, how- 
ever, it constantly changed for the better. A 
full time editor joined the staff; w^e obtained 
better pictures, better art work; more people 
contributed material. In addition to the 
monthly magazine, we printed a weekly news- 
paper for our 8 5 00 employees. And then in 
August of 1945 publication was suspended 
as our employment w^ent dow-n to only a tenth 
of our w^artime peak. 

With the expansion of recent months, we're 
off now^ to a completely new start with a new 
staff and format, and lots of ideas which 
w^e^re sure will hold the interest of our diver- 
sified readers. 

The RYAN REPORTER will strive to please 
you all . . . employees; Navion owners, dis- 
tributors and dealers; stockholders; top avia- 
tion editors and writers; Ryan Metal Products 
customers; top officials of the armed services; 
San Diego civic leaders, and all who have a 
vital interest in 

Charles M. Hatche 

JANUARY, 1949 VOL. I, No. 1 

PiihlnhcJ Monthly By 

Ryan Aeronautical Company, Lindbergh Field, San Diego 12, California 

news editor 

. . . Frances L. Kohl, art and production editor Robert F. Smith, Na 

Don Doerr, chief photographer William Wagner, editorial director. 



"A better place to tvork — tvhere craftsmen 
are protid of their products!" 

From production lines of the 43 -acre plant of 
Ryan Aeronautical Company flow a steady stream 
of commercial and military airplanes . . . guided 
missdes . . . exhaust systems for transport and 
cargo planes ... jet engine components for military 
fighters and bombers . . . rocket engine accessories 
. . . major components for aircraft manufacturers 
. . . and other specialized metal products. 

Through the gates of the Ryan plant daily flow 
thousands of employees. Work goes forward on a 
multi-shift basis to produce high quality planes 
and aircraft metal products for peacetime com- 

mercial use, and for the military services to use in 
keeping the peace — for Air Power is Peace Power. 

But Ryan is far more than just 640,197 square 
feet of production area, and the people who build 
its products. 

Ryan is 2,415 skilled men and women employees 
devoted to their work and proud of their associa- 
tion here. It is the 56 employees with more than 
ten years service, the 79 1 who have been here more 
than five years and 1,5 68 others who have applied 
their skills here for lesser periods. 

(Continued on next page) 

Ryan is also the 1,640 owners who have invested 
their savings to provide the extensive buildings, the 
equipment, the tools required to furnish nearly 
2,500 workers with the facilities needed to give 
them gainful employment. 

It is the engineer on a three-weeks-away-from- 
home business trip, who assures Ryan manifold 
customers of the finest in service from our prod- 
ucts. It's the Metal Products sales representative 
knocking on the purchasing agent's door in Balti- 
more, Maryland, seeking out the business which 
keeps the rest of us at work. 

Ryan is the safety engineer, the insurance expert, 
the nurse, the personnel counselor; who make up 
the human side of business. 

It is the parts department clerk who comes down 
at night long after his regular shift to ship a part 
on the night airliner, so Navion Owner Smith of 
Muskogee, Oklahoma, may have his plane ready 
Tuesday for an important business trip to Monter- 
rey, Mexico. 

It is the electronics expert working behind closed 
doors, in virtual isolation from other employees, 
and with little recognition, that Ryan — and Uncle 
Sam — may lead in guided missile development. 

It is the proud widow operating the flange grinder 
who, in the finest American tradition, looks not 
to others for charity, but in self reliance works 
that her children may have the benefit of a secure 
home and the opportunity for a good education. 

Ryan is the skilled welder from the production 
line catching the late plane for Seattle to be on 
hand next morning to help a manufacturer there 
get his Ryan manifold-equipped cargo plane into 
the sky. 

It is also the knowledge that here a good job is 
measured not only by good wages for good work, 
but by a feeling of accomplishment in a job well 

Ryan is the small group of technicians on the 
desert sands of New Mexico, following the swift 
flight of our Firebird guided missile as it speeds 
through the clear, blue sky. 

It is our pride in the reputation we have that 
Ryan is a Better Place to Work. 

But beyond our own doors and organization, 
Ryan is even more than this. 

It is the 1,500 owners of Navion airplanes . . . 
progressive business and professional men who have 
learned the value of owning their own planes. 
Ryan is the flying farmer, the oil drilling contrac- 
tor, the doctor, the manufacturer, the salesman, 
who have found they can "get there" three times 
faster by Ryan Navion than by surface travel. 

It is the pilots of planes on the Berlin Air Lift, 
who know they may expect reliable service from 
the Ryan exhaust systems of their four-engined 
C-54 planes. 

Ryan is the 23 distributors and 100 dealers in 
the United States who sell and service Ryan Navion 
planes; it is the 7 export distributors who represent 
us abroad. 

It is the 8-year-old "ahead-of-its-day" Ryan ST 
low-wing monoplane of the Melbourne Flying 
Club, which Australian aircraft experts today still 
describe as "truly a modern masterpiece of aero- 
nautical design. 

Ryan is the small airline fleet of Navion planes 
owned by South African Airways, which fly over 
the vast expanses of the African veldt. 

It is the pilot of the new AJ-1 Navy fighter — 
powered by one jet and two conventional engines 
— who knows that Ryan engineers and workers 
pioneered a new field when they were first in the 
world to combine jet-plus-propeller power in the 
famous Ryan FR-1 Fireball. 

It is the more than 150,000 exhaust systems 
Ryan built during the war years alone; the gun 
turrets, wing panels, tail surfaces, and other war- 
plane components we built. 

It is that greatest of radio personalities, Arthur 
Godfrey, Ryan's proudest Navion owner and most 
vocal advocate. It is Gilbert Cahen D'Anvers, whose 
extensive ranch interests require the use of two 
Navions in Paraguay and Argentina, where a plane 
is frequently the only practical method of travel. 

Ryan is all this — and a great deal more. To 
faithfully report that story is the purpose and ob- 
jective of the Ryan Rcporfcr and its editors. 


lUETU nmm Mmm 

^Their reputation as untarnished as the 
stainless steel they have mastered!" 

"RECIPE FOR SUCCESS: Take assorted metals. Add 
machines. Mix liberally with skilled artisans. Pour into assem- 
bly lines and keep those lines moving. Decorate and display to 
customers. Follow up u'ith superb service." 

That's the way we might describe the Metal Products Divi- 
sion of Ryan Aeronautical Company — were we writing a 
cookbook. Hov/ever, the Metal Products Division might better 
be described as one-half of the company's dual personality, 
competing in good natured rivalry with the Airplane Division, 
whose task it is to create and sell Ryan airplanes — both the 
piloted and pilotless types. 

When it comes to making and selling such seemingly un- 
glamorous items as manifolds and tail pipes and heat ex- 
changers. Metal Products steps promptly to the fore. It has 
been stepping so promptly and so efficiently that Ryan's total 
business on products allotted to this section account for approx- 
imately half the company's dollar volume. 

For a dozen years now, Ryan has maintained a position of 
leadership in the design and manufacture of heat and corrosion- 
resistant stainless steels for aircraft use. Because of the tre- 
mendous temperatures generated by modern engines, by both 
reciprocating models and the newer thermal jet types, knowl- 
edge of the latest steels and alloys has been vital to companies 
competing in the field of aviation metal products. Since pre- 
war times, when Ryan was working closely with the Air 
Materiel Command in the development of such then advanced 
manifolds as those used on the Douglas B-19 bomber, this 
company has been a major source of supply for aircraft exhaust 
systems made of the latest stainless steel alloys. 

More than 150,000 manifold engine sets have been pro- 
duced to date by Ryan. Practically every major aircraft manu- 
facturer in the U. S. has at one time or another used Ryan 
exhaust systems as standard equipment on its transport and 
military planes. 

(Continued on next page) 

During World War II Ryan production lines fed exhaust 
systems and other parts into such noted craft as the Douglas 
C-47 and C-53; Douglas A-20 and DB-7B series; Douglas 
C-54; Republic P-47 Thunderbolt; Lockheed's series of Hud- 
son bombers; Boeing B-29; Grumman F6F Hellcat; North 
American AT-6; Consolidated PBY Catalina and the Douglas 

In the post-war market, constant research and experimenta- 
tion plus a keen awareness of current and future needs has 
marked the upward spiral expected of this company. As the 
only manufacturer of jet and gas turbine components that 
has and is now also designing and building jet airplanes, Ryan's 
practical background presents unique attractions to the mili- 
tary services in the new age of jet propulsion. 

The Metal Products Division turns out a heterogeneous 
collection of business which sometimes amazes even those in 
the shops accustomed to work which ranges from tiny parts 
weighing only ounces to huge fuselage assembles. But whether 
our craftsmen are turning out PB4Y-2 anti-icing kits or 
Boeing B-50 collectors; North American short stacks or Aero- 
bee Sounding Rockets; McDonnell tail pipes or AiResearch heat 
exchangers, you can bet every machinist and welder and in- 
spector is giving his best. 

"Before you can sell a product you must make it. Before 
you make it you must have the skill. And after you have the 
contract you must continue to improve your products and 
provide the service to keep them flying." That about expresses 
the philosophy which guides the men and women in the Metal 
Products Division. Included in their ranks are salesmen, scien- 
tists, researchers, draftsmen — workers of special techniques, 
all fired with determination to make good so that Ryan can 
continue to lead. The Division operates as a tactical team 
drawing upon all of Ryan's varied resources. 

Evidence of that team's success is the steady flow of exhaust 
systems leaving our benches and presses for such world-famous 
planes as the Boeing Stratocruiser, the Superfort and the Strato- 

Ryan is literally "flying round the world" every day, its 
exhaust systems gracing such craft as the Douglas C-J4 Sky- 
master, now doing such noble work on the Berlin airlift, the 
Douglas DC-6 and C-74 Globemaster; Consolidated-Vultee's 
"240" airliners; Northrop's B-3 5 Flying Wing; Lockheed's 
P2V-2 Neptune, pride of the Navy, and the Fairchild Packet 
Flying Boxcar, giving a vital boost to freighting between 
Western Europe and Berlin. 

With the entire field of thermal propulsion practically ex- 
ploding into proportions undreamed of a few years ago, Ryan 
already has undertaken all of the major assemblies, except 
controls and fuel pumps, for the Menasco AJ-20 ram-jet 
engine, and is currently busy with the Air Force-Navy spon- 
sored Aerobee high altitude sounding rocket. Extensive pro- 
duction for General Electric on the TG-190 engine also has 
begun and will continue at a substantial rate. Experimental 
work which may lead to greater things has included projects 
for Westinghouse, Allison, Giannini, Marquardt, Kellogg, 
Flader, Menasco, Ranger, Wright Aeronautical, General Tire 
and Rubber, and Pratt and Whitney, among others — organiza- 
tions noted in many fields though new in thermal engine 
design and production. 

Occupying an important section of Ryan assembly lines is 
the current contract for rear fuselage sections for the great 
130,000- pound Boeing Stratocruiser and its equally impressive 
running mate, the Stratofreighter. Evidence of John van der 
Linde's airplane production department's versatility is the 
smoothness with which Ryan coordinated its facilities with 
huge new Boeing-designed jigs to expedite construction of 
the aft sections of the Boeing sky queens. 

While the Metal Products division is represented to the out- 
side world by Sam Breder's selling group, the massive resources 
of all the Ryan plant are in constant action through the 
vigilant control of such proven administrators as Vice-presi- 
dent and Treasurer George C. Woodard, Chief Engineer Harry 
A. Sutton, Chief Inspector A. S. Billings, and scores of others. 

One of the high men on the totem pole of any plant is the 
(Con filmed on page 16) 

1 -wif^^'* ^ 



^'Kyan planes and products are built by men tvho have 
pioneered in nearly every field of flight^' 

Like a champion boxer who packs a potent punch in either 
right or left hand, Ryan Aeronautical Company has stepped 
into the battle against post-war aviation problems with two 
powerful weapons, its Airplane Division and its Metal Products 

The Airplane Division is a hard-hitting unit well equipped 
to cope with Ryan's growing volume of business in Navion 
commercial planes, Army liaison craft, guided missiles, target 
planes and specialized engineering studies. Its equipment is air- 
craft "savvy," industriousness and vision. It uses that knowl- 
edge and foresight in surmounting a variety of problems not 
likely to be faced in any other aircraft factory anywhere. 

Typical of Airplane Division's driving pace is its record of 
over 700 Navions sold or contracted for during 1948. Of these, 
70 per cent are for the commercial market and 30 per cent 

for the military services, with production lines recently con- 
centrating on completion of the L-17B military versions. 

"Had someone told me in 1939 that we'd be selling more 
than 500 personal airplanes in one year, I'd have told that man 
he was crazy," says Earl D. Prudden, vice-president, who heads 
up commercial Navion sales. "But there's still a vast, untapped 
field in which future sales of private planes can be made, 
which offers a real challenge and promise for the future." 

The importance of military orders was highlighted when the 
company in mid-year 1948 contracted with the U. S. Air Force 
for 158 mihtary Ryan Navion L-17B liaison planes plus spare 
parts equivalent to about 60 additional planes. 

To be used by Army Field Forces and National Guard here 
and by occupation forces abroad, the planes have been manu- 
(ConthiJted on next page) 


factured on the same production lines as the commercial 
Navions. Because of their rugged construction and ability to 
operate out of small fields, they afford wide opportunity for 
use in personnel movement, general communication assign- 
ments and light transport. 

Ryan planes and products sell because they are built by men 
who have pioneered in nearly every field of flight, aircraft 
engineering and construction. Ryan was first in the field with 
a specially designed airmail plane in 1926; first to turn out 
monoplanes in quantity; first to produce low-wing primary 
trainers for U. S. Army use; first to design and fly jet-plus- 
propeller airplanes, and first to give the U. S. Navy a jet pro- 
pulsion plane. 

Experience in manufacturing has kept pace with the rapid 
strides made by the design and engineering sections of the Ryan 
company. With more than 43 acres of plant layout, embracing 
every sort of machine tool requisite to engineering for the 
future, Ryan is able to stay ahead in production for today 
while working out new techniques with latest type metals and 
"Buck Rogers" devices. 

Because of actual operating experience dating back to 1922, 
Ryan kiious when it speaks of private or commercial air- 
craft operations. Its flight and technical training school was 
one of the first nine selected by the U. S. Army for primary 
training and expanded during World War II into a tremendous 
outfit, including three separate schools which turned out 10,000 
Army pilots. At present Ryan's Airplane Division gains valu- 
able practical experience by operating a unique 700-mile cross- 
country Navion shuttle service transporting both cargo and 
personnel for an important new mihtary development project. 

Knowledge of servicing problems which may confront both 
private owners and commercial operators is, with Ryan, 
founded upon continuous sales and follow-up service policies 
initiated in 1922. 

While commercial airplane sales bulk large upon the horizon, 
this Division drives equally hard upon such fascinating projects 
as the Guided Missile development and the still unnamed con- 
fidential Navy undertaking. Still another project, Ryan's new- 
est and likely to be one of its most important, is the XQ-2 
target craft, a pilotless jet plane less than half the size of a 
standard fighter. 

Award of this contract represented a distinct triumph for 
the company. Chief Engineer Harry A. Sutton's technicians 
created a superb design and a set of specifications which won 
over those of 16 competing firms. All concerned with the de- 
sign, engineering and bidding for the XQ-2 contract may feel 
genuine satisfaction with their effort and unselfish cooperation. 

To be used for interception problems, aerial gunnery and anti- 
aircraft firing, the XQ-2 will be powered by a new, small but 
powerful jet engine built by one of the companies for whom 
Ryan is manufacturing stainless steel parts. 

Engineering, incidentally, prides itself upon the principle 
of coordination and team work. Chief Engineer Sutton epito- 
mizes the spirit of this alert group of highly skilled men and 
women, saying: "We've a lot of people up here who know 
what to do and how to get it done. For example, on the XQ-2 
project we had the finest cooperation from everyone — Roe 
Tuttle, project engineer; Robert Johnston in aerodynamics; 
Richard White in charge of structural work; Harold Hasen- 
back in setting up the control system details; Cart Laffoon on 
the powerplant — and so right down the line." 

A separate and responsible engineering study, now under 
process for the Navy, has given Ryan scientists many a puzzle 
to solve. But solving them is a pleasure to every individual on 
the job because of the advanced nature of the project. Under- 
way for well over a year, the study will consume further 
months now that funds have been provided for continuation 
of the project. 

Airplanes — guided missiles — target planes — confidential 
projects • — these are the end product and these are the things 
you see. But no metal or drawing board or service promise 
could mean anything without people such as Ryan has tested 
through the years. Men like Walter O. Locke, Assistant to the 
President, and responsible for materiel and contract administra- 
tion, who has spent 1 8 years with the company. Customers 
know they can rely on Sam C. Breder, military aircraft sales 
manager, who has racked up 14 years with Ryan. Our projects 
are in good hands when men like Sam Beaudry, project engineer 
for the guided missile program, are on the job, or Roe Tuttle, 
of XQ-2 esteem, or William T. Immenschuh, submerged be- 
neath a blanket of silence on the confidential Navy project. 

Navion military and commercial customers are confident 
of the class of their ship because they can count on the skill 
of Dave Williams, Navion project engineer, to back up his 
points. Earl Prudden and William P. "Doc" Sloan, who have 
spent 20 years and 10 years, respectively, boosting Ryan, head 
up the sales group. 

With the Ryan company, sale of an item to its big family 
of customers doesn't close the transaction. From there on out 
service is what counts. In the airplane division are capable 
old-timers like Walter K. Balch, who has climbed in 14 years 
here to the post of Airplane Service Manager. His equivalent 
in the Airplane Spare Parts section is Manager Mel Thompson, 
who's had 16 years with Ryan's seasoned crew. 
(Confinucd on page 1 8 ) 

T. Claude Ryan Awarded 
Presidential Certificate 

"Yours was a back-breaking, heart- 
breaking, man-killing job; to organize and 
carry through that miracle of production 
without w^hich, at the best, the successful 
conclusion of the war would have been 
indefinitely delayed. Your Government can 
never express to all w^ho w^ere responsible, 
in any real measure, the gratitude ow^ing 
for the job done by your industry. The 
ultimate satisfaction must come from the 

These words by Assistant Air Force 
Secretary Eugene M. Zuckert, spoken from 
the heart, accompanied the award to T. 
Claude Ryan, president of the Ryan Aero- 
nautical Company of the Presidential Cer- 
tificate of Merit signed by Harry S. Tru- 
man and Supreme Court Justice Owen J. 
Roberts, chairman of the Medal for Merit 
Board. Presentation of the honor con- 
cluded a December meeting of the Aircraft 
Industries Association board of governors 
at Arrowhead Springs, attended by Ryan 
and Sam C. Breder, Sales Manager. 

The Certificate calls particular attention 
to the contribution of the company's sub- 
sidiary organization, Ryan School of Aero- 







which t 

rained many thoi 


ds of 


r Force pilots 


ring w 

irtime a 

t s 




Diego a 



, Calif. 


nd at 




"I an 

1 proud 



this aw 




c Ait 




as an 



T. Ciande Ryafj 

Cadet 28 years ago, I received my first 
sound aeronautical training,** Ryan said in 
accepting the presentation. "But I am 
prouder still of the loyal, skilled men and 
women at Ryan who made this honor pos- 

Reportedly being tested for use in a netv long-range bomber now under development, 
the huge Wright T-3 5 Typhoon gas turbine-propeller engine shoivn above in the nose 
of a B-17 Fortress developed tremendous poiver on recent test flights. Kyan built the 
T-S5 exhaust system, shown in the circle. The first engine of this type in this country, 
the General Electric TG-100, jvas installed by Ryan in its XF2R-1 ''Dark Shark" Fireball 
fighter plane built for the Navy, 


Air Force disclosure of the T-3J Ty- 
phoon, Wright Aeronautical Corporation's 
powerful new gas turbine-propeller en- 
gine, stirred particular interest among 
Ryan workers who produced the newly 
designed turbine exhaust system, largest 
stainless steel structure of its kind ever 
built. Again, Ryan has had an important 
role in the development of new power 

The T-3 5 Typhoon utilizes many prin- 
ciples of the thermal-jet engines used in 
operational fighters and bombers now in 
military service. Instead of relying only 
upon thrust of gases from the exhaust, 
however, the T-3 5 provides a two-way 
harnessing of gas turbine power to drive 
a propeller and at the same time boost 
with jet thrust. About three-fourths of 
the power is absorbed by the propeller 
shaft through a series of turbine wheels, 
the remainder being supplied by thrust of 
the jet exhaust stream. 

Although no exact data have been re- 
leased concerning specific performance 
characteristics of the T-3 5 engine, it is 
believed capable of 10,000 h.p. 


BULLETIN: A $1,500,000 increase in Ryan's order from Boeing Aircraft Company for 
C-97 Stratofreighter assemblies has just been received. The new order, ■which practically 
doubles Ryan's original contract, results from an Air Force decision to increase by 23 the 
number of Boeing Stratofreighters which can be used on the Berlin Air Lift. 

Ryan will build rear fuselage sections and all floor beams for the additional order. 

Characteristic huge Boeing fin dwarfs visitors inspecting 
new Stratocruiser on airliner's recent visit to Ryan plant 
in San Diego. 

That Ryan-made exhaust manifold directly above Ryan 
superintendent of Airplane Production John van der Linde 
looks pretty slick. With van der Linde are (L-R) Virgil 
Kelley, Boeing flight engineer ( white sleeves) ; Boeing flight 
test engineer Harry Carter; CAA flight engineer Roy E. 
Peterson and Boeing project pilot, Robert B. Lamson. 

Take it from Joe Small, Ryan's energetic assistant sales 
manager of metal products, the spectacular new Boeing Strato- 
cruiser, for which Ryan is building the rear fuselage sections 
and the exhaust system, is good. It must be, to get Joe out of 
bed at 5 a.m. of a frosty morn. But there was the 130,000 
pound passenger liner waiting at Lindbergh Field, and the 
invitation. So Joe forced his 200 pounds reluctantly into the 
pre-dawn chill, went aloft for several hours of sightseeing, 
and returned genuinely impressed with the plane chosen by 
six major airlines for 1949 operations. 

"The Arabian old-timers can have their fl)'ing rugs," Joe 
said. "I'll take one of these four-engined, low-wing, two-deck, 
altitude-conditioned long range transports. And those lovely, 
lovely Ryan manifolds! Makes those 3 500 horsepower Pratt 
and Whitney engines gems to behold." 

Ryan skill will play an important part in the future of the 
Stratocruisers. In addition to supplying the manifolds for the 
engines which breeze the big ship effortlessly along, Ryan is 
busy on a substantial contract to supply the after fuselage 
sections. John van der Linde's artisans, working on huge Boeing 
designed jigs, have for weeks been fashioning fuselage sections 
comprising the area between the lower deck lounge and the 
(Continued on page 14} 


A normal three weeks power line inspec- 
tion trip completed in five hours is typi- 
cal of the utility of the Navion personal- 
business plane, which Aircraft Service 
Company of Boise has demonstrated to 
Idaho industrialists, mining and lumber- 
men, farmers and businessmen. 

Faced with the problem of patrolling 
the new 13 8,000-volt line between Idaho's 
Hagerman Valley and the company's main 
operation at Boise, Idaho Power Company 
frequently calls on the Navion for fast 
inspection trips. 

Piloted by Glenn E. Higby, and with a 
power company technician in the co- 
pilot's seat, the Navion has proven highly 
satisfactory. Higby reports: 

"The high cruising speed allows us to 
quickly reach and return from patrol 
areas. Excellent visibility and perfect con- 
trol at our relatively slow patrolling speed 
of 75 miles an hour, together with the 
roominess and comfort of the cabin, pre- 
vent the pilot and observer from becom- 
ing fatigued. 

"Visibility is actually so good from the 
air that we can look for specific troubles. 

Wings across the hills 
banish drudgery from 
potver line inspection 

Without Ryan Navion planes Idaho 
Poiver Company inspectors would find 
this country rough going. 

like broken insulators, damaged cross- 
arms, and large birds such as eagles which 
may have struck and shorted a Hne and 
are still on the pole. We also watch for 
grass or forest fires that may endanger 
the pole line. Observation from one side 
of the pole hne is all that is necessary to 
spot defects. Because at our low inspec- 
tion altitude the Navion's wing Is below 
the level of the pole line, we obtain an 
excellent view. The most efficient and easy 
way to observe is to take a line of sight 
about 45 degrees off the nose of the plane. 
The Navion's curved windshield allows 
unobstructed vision for the job. 

"Our normal cruise on patrol is with 
the propeller in full low pitch, flaps one- 
fourth down for greater stability at slow 
speed and in gusty air, and 75 mph indi- 
cated speed. Because of the Navion's per- 
fect response to controls, and large reserve 
of power, we are able to follow ground 
contours accurately; a very important 
consideration if proper line inspections are 
to be made. For these reasons we have no 
hesitance in cruising at or below the level 
of the transmission lines on all but the 
(Continued on page 19) 


'/h conference" Sam Breder, Metal Products Sales Manager, with Office Manager joe Richert (center) and 
Assistant Sales Manager Joe Small 

"The Ryan factory will have plenty of business after the 
war if Sam Breder and his gang have anything to do with it. 
And they're likely to have a lot to do with it." 

Some unsung prophet wrote that paragraph way back in 
the December 1944 issue of the company magazine, then 
titled "Flying Reporter." The war is over, Ryan IS getting 
plenty of business, and Sam and his sales gang ARE having 
a lot to do with it. 

For some aviation companies World War II and its attendant 
business expansion was a sort of shotgun marriage, followed 
by a financially hysterical honeymoon. Not so at Ryan. Ex- 
emplifying the company's policy of solid performance and 
sound business practices, the high-flying Metal Products Sales 
and Service group headed by Sam C. Breder is not only making 
hay while the sun shines, but mowing while the clouds roll by. 

Everybody in his organization seems to have absorbed some- 
thing of Sam's enthusiasm for the sales game. Stick your head 
inside the door and note the busv hum, the unlunriod but effi- 

cient activity going on at every desk. From Breder's office 
at one end of the department to Assistant Sales Manager Joe 
Small's domain at the other, all hands turn to with dispatch 
and high regard for their work. 

"Work?" Sam asks. "Not selling. This game is fun!" 

And the way Metal Products sales people play the game 
it's anything but boring. All day long, and sometimes at night 
when emergencies come along, there's a hustle and bustle with 
telegrams, teletype messages, airmail letters and long distance 
telephone call notations strewn all over the place. 

Every modern method of transportation and communica- 
tion is utilized in amplifying sales opportunities pin-pointed 
by Ryan representatives across the nation. Where aircraft 
products are needed, there you'll find a Metal Products sales- 
man. Jack C. Zippwald, while sporting no gray hairs, is the 
dean of the sales engineers working under Breder and Small. 
He is Southern California sales representative. We almost said 
that Jack was Los Angeles area deputy, since that city's limits 
include so much of Southern California anvwav. But we're 

1 L E S P I mi R E 

''Our customers knotv our tvord is good!" 

sticklers for accuracy — and so is Jack. 
His friendly, easy manner is genuine and 
:he loud jackets he occasionally wears 
cover good, hard muscles. He packs around 
plenty of choice ideas on how to market 
more Ryan products; ideas founded on 
years of practical experience in Ryan 

Jimmy Stalnaker, another man up from 
Stalnaker the ranks, and well grounded from time 

spent in our engineering department, is the man who meets 
the customers in the Dayton, Ohio, area. Faced with neces- 
sity for checking in on the important civilian and govern- 
mental installations of his district, and up against the hardest 
type of competition, Jimmy regularly comes in with consistent, 
reliable performances. 

In the bustling New York area is Claude H. Whitehurst, 
who came into our fold only last summer but who has the 
esteem of all Ryan salespeople. Claude has a lot of territory 
to cover, and some thorny problems in presenting West Coast 
manufactures to customers three thousand miles removed. 

But Claude's production chart shows a happy faculty of stay- 
ing in the higher altitudes. 

But wait a minute. The road staff roster is far froni com- 
plete if we omit the names of head man Breder and Joe Small. 
Last year Sam spent 130 days on the road and in strange 
hotels — even after 20 visits a hotel is still a strange place — 
making five trips to the East Coast, a pair to Seattle and mis- 
cellaneous jaunts elsewhere. 

Small, too, is familiar with the mechanics of traveling, the 
bounciness of busses and the time-saving convenience of aerial 
conveyances. He makes the Seattle run 
as a regular part of his routine, then 
changes pace with assaults upon the Ft. 
Worth domain. Between times he finds 
himself checking salesmens' routing and 
reports, signing requisitions and totting 
up sales data in Breder's absence. Joe pro- 
cesses all business turn-in up to the point 
where the item is firmly stashed away as 
an order. 

(Cont'nincd on page 15) 

Metal Products poiv-wo-w: 
(L-R) Jack C. Zippwald, 
Sales; Frenchy Foushec, 
Jr., Field Service repre- 
sentative; Harry A. Good- 
in of Engineering Depart- 
ment; Ralph Haver, Metal 
Products Engineer; Frank 
Voll, Coordinator. 


"One day I simply decided to learn to 
fly myself," says E. M. "Tex" Anderson, 
Jr., owner of the A Bar A Ranch near 
Medina, Texas. 

A cattleman from the wide open spaces 
of the Lone Star State, Tex has owned 
planes for years, but not until he made 
this decision did he discover the real won- 
ders of flying. "Piloting myself, I knew I'd 
have an unlimited amount of fun, get my 
work done just as well and save the ex- 
pense of a pilot. As it turned out, I've 
done even better," Tex explains. 

The A Bar A boss first used a two-place 
Ercoupe to qualify for his private pilot's 
certificate. This small ship seemed just 
right until his whole family decided that 
"Pop" was a reliable character at the con- 
trols. Then they felt the time had come foi 
them to go along, too. That's where an ail- 
metal Navion appeared on the scene. 

Looking for a four-place plane, the air- 
minded Texan made the rounds of aircratt 
sales offices in the vicinity of San Antonio. 

"After trying out everything I could 
find, I was pleased to go back to the 
Navion, which had been my real choice 
from the time I first flew one with Moody 
Monroe and Jimmy Witt, Navion dealers 
in San Antonio," Tex confides. 

"Taking delivery on a Navion from 
these boys, I was pleased at how easy I was 
able to check out. You see, I don't believe 

in cute tricks or unorthodox operations 
with aircraft. I look upon flying as sane 
and sensible transportation that gets me 
where I'm going and saves me money while 
doing it. 

"The fact that this is the best behaved 
plane you could ever find suits me per- 
fectly, as I'm naturally lazy and want to 

fly the easiest and safest way there is. The 
Navion does everything but get down on 
its knees and beg for forgiveness if it does 
something wrong. This, coupled with 
strong construction makes it without a 
doubt the safest airplane for the average 

(Coiithiucd on next page) 


''Then and Noit" along the famous old Cbisbolm Trail. (L. to R.) 
Rollic Goodnight, 82; "Pistol Pete^' Eaton, 89; and Starr Nelson, 
S3, oldest FlyiKg Fartfier, all former trail drivers, help load 
Hereford calf aboard E. M. 'Trv" Anderson''s Nation at Gaines- 
villc, Texas. Tex''s iiife, Kay, and ranch-band, Koyce fackson 
(in cabin), made the trip iiitb Tex and the calf from Gainestilie 
to Dodge City, Kansas. 


(Continued from page 12) 

What does a Navion do on the A Bar A? 

Well, for sure, this tame and gentle 
aircraft is a far cry from the wild bronc 
and the rambunctious dogie. The sturdy 
ship takes its place alongside such depend- 
able ranch equipment as tractors, trucks, 
combines, jeeps and balers. 

Tex himself is on the go almost every 
day. If he isn't flying off to Fort Worth, 
Dallas or San Antonio, he's got his Navion 
on the range checking his registered Here- 
fords, or his 750 sheep, and keeping watch 
of the oat and hay stands which mark 
the property. 

In times of emergency, the Navion 
makes sky tracks for places like Houston 
to obtain cattle vaccine and other items 
badly needed on a busy ranch. 

"Like the morning last year," Tex re- 
calls, "when I had a combine to break 
down. Nearest repair parts were in San 
Antonio — 60 miles away. While the boys 
tore down the combine, I phoned ahead 
to the parts man to meet me at the airport 
with what we needed. Then I flew to the 
city in the usual 20 minutes. Using the 
plane this way, we had the combine run- 
ning again with only an hour and a half 
down time, when it could have been many 
hours otherwise. 


"The flight I got the biggest kick out 
of," Tex says, "was the one sponsored by 
the Flying Farmers we made this fall along 
the famous old Chisholm Trail with 
'Texas Malcolm Blanchard.' To put you 
straight, I'd better explain that Texas 
Malcolm Blanchard is a 90-pound regis- 
tered Hereford calf. Texas is the state he 
was born in, Malcolm's our breeding, and 
Blanchard denotes his ancestors. 

"I couldn't have made this flight if it 
hadn't been for the Navion. There just 
isn't room enough in any other four- 
place plane. To make the calf comfortable, 
we removed the back seat back rest and 
covered the baggage compartment floor 
and rear seat with a tarp. Some old rug 
padding on the floor made Blanchard a 
soft cushion. 

"After my wife, Kay, Royce Jackson 
- — -one of the boys at the ranch — the calf, 
and myself took off for Fort Worth, the 
white-faced little fellow lay down and 
rode easy as could be. For his nourishment, 
we took along four quarts of milk, nipples, 
water and a little prepared feed." 

The trip up the Chisholm Trail from 
Gainesville, Texas, to Dodge City, Kansas, 
made calf travel history. In the rough and 
ready days sixty years ago, when cowmen 
rode herd the hard way, the trip took six 
months. A dogie grew into a husky steer 
by the time he reached Dodge City. But 

Texas Malcolm Blanchard covered the 
route in 1948 in a Navion in less than 
three hours. 

Once in Dodge City — at the 'end of 
the Trail' — the precedent-setting Hereford 
was auctioned off at a meeting of Texas, 
Oklahoma and Kansas Flying Farmers. 
$410 raised from his sale went to the Na- 
tional Heart Fund. 

Tex Anderson readily admits that he's 
extremely enthusiastic over flying and his 
Navion. Much of his time regularly goes 
to the activities of the Texas Flying 
Farmers. One of Tex's biggest thrills came 
last July when he piloted his Navion to 
first place in the Texas Handicap Air 
Race, sponsored in Dallas by the Texas 
Private Flyers Association, of which he's 
a member. 

One of the first questions discerning 
farmers and ranchers ask Tex is how much 
it costs to run his Navion. The genial 
rancher replies, "I can fly my Navion for 
less than it costs to operate my station 
wagon. Here's an example of this low- 

cost travel: Three of us flew from the 
ranch to Cleveland, Ohio — 1,500 miles — 
for $14 a piece. That's less than one cent 
a passenger mile. 

"Whenever you try to figure how much 
it costs to operate an airplane you also 
have to consider what it's saving you in 
other expenses. I've found my ranch work 
has been stepped up considerably with the 
help of the Navion. More of my time is 
spent on the ranch now because it takes 
me less time to accomplish business that 
must be done in distant cities." 

The Navion is part of the way of life 
on the A Bar A. All activities are keyed 
to an accelerated pace set by the 150 mph 
plane. As Tex says, "The only thing I use 
my car for is to drive from the house to 
the hangar. I even use the Navion to visit 
my neighbors. Some of these folks don't 
have landing strips, but I take the Navion 
in anyway, putting it down on almost 
every type of terrain. 

"I now can do what a few years back 
seemed incredible — travel between Chi- 
cago and my ranch in one day's time!" 

—Robert F. Smith 

Higher Performance, More Comfort 
Feature '49 Ryan Navion 

Higher performance and still greater comfort, expected to contribute to even greater 
o^vner satisfaction, are the outstanding features of the 1949 Ryan Navion, complete 
details of which will be announced in the February issue of Ryan Reporter. 

In all, some 2 9 major improvements have been added to this year's model. Production 
is now under way, and first deliveries are scheduled to bs made to Ryan Navion dis- 
tributors in February, 

Aerodynamic refi 
all-round performance 
is increased, yet the ne 

md a more pow^erful engine give the *49 Navion its higher 
nd greater speed. Take-offs are shorter and the rate of climb 
Navion retains the slow, short landings for w^hich it is famous. 

Too, there's even more luxurious comfort than in the past in the generously propor- 
tioned and tastefully appointed cabin. There's more room, softer seats, many refinements 
in detail. The still quieter cabin, the new heating and ventilation system, help make the 
'49 Ryan Navion the "luxury liner" in the personal plane field. 

Many new^ and exclusive mechanical refinements have been added this year. There is 
more and still bettsr standard equipment which places the Ryan Navion in a class 
w^ith the most modern commercial airlines. You can fly your '49 Ryan Navion with 
even greater confidence. 

Watch for complete details in the February Ryan Reporter. Meantime owners should 
get in touch with their Ryan Navion distributor or dsaler and arrange now^ to get on 
the priority list for a demonstration and early delivery. 


Mortimer Snerd may act stupid on 
Edgar Bergen's radio program, but he's 
a smart lad when it comes to travel. 
Mortimer always snaps up every chance 
he gets to fly in Bergen's new Ryan 
Navion, but finds himself crowded out 
on most flights by Bergen's wife, baby 
girl and nurse. 

"A favorite jaunt of ours is from Los 
Angeles to Palm Springs," says Edgar, 
shown here with T. Claude Ryan. "We 

need only 45-50 minutes to fly a trip 
that used to require three tiresome 
hours by road." 

Noyv that he has more time for public 
appearances, Bergen, a real Navion en- 
thusiast, intends to use his plane exten- 
sively in jaunts about the Southwestern 
States. Not only will Edgar fly himself 
and co-stars Mortimer Snerd and Char- 
lie McCarthy, but his advance men also 
Tvill go by Navion when making ar- 
rangements and preparing publicity. 


(Continued from page S } 
tail fin. Ryan thus quite literally has a 
hand in producing both airplane and en- 
gine, since Ray "Butch" Ortiz and his 
craftsmen in the manifold department 
have for months been turning out parts 
for the rugged Pratt and Whitney power- 

What Joe didn't know when he accepted 
the flight bid was that his four-hour jaunt 
was a test run. In a nice bit of understate- 
ment he mentioned the exhilaration the 
passengers, including himself, received 
when the pilot made ten or twelve "power 
take-offs," a simulated maneuver which 
combines all the thrill of take-off and 
landing except actual touching of wheels 
for firm contact with the ground. 

"I'd have been even more exhilarated," 
Joe confessed, "had I known the plane was 
carrying the heaviest load lifted to date 
by good old Model 377!" 

Southern Californians and Ryan em- 

ployees got their first long look at the 
Stratocruiser late last month, when the 
flight test crew brought it South from 
Seattle for a week of checking in what 
they graciously described as "San Diego's 
clear, sunny weather." 

Riding out the tests were Ed Wells, 
Boeing vice-president and Chief Engineer; 
Chief Project Pilot Robert H. Lamson; 
James Allison, CAA flight test engineer; 
Boeing flight engineers Virgil KcUey and 
Harry Carter; M. E. Erickson, Boeing 
service department representative, and 
CAA flight test engineer Roy E. Peterson. 

Aside from the natural interest such 
doughty Ryan technicians as John van der 
Llnde, Bert Bowling, Gene Wilcox and 
Joe Small would display, several hundred 
oth;r Ryanites made inspection trips 
through the two-decker when Pilot Lam- 
son brought it across Lindbergh Field so 
all who wished could have a pre-view. 

Pan-American World Airways will fly 
it across the Atlantic along with Scandi- 
navian Airways Svstem and British Over- 

seas Aircraft Corporation. New York to 
London, non-stop, will require about 11 '/z 
hours elapsed time. Across the Pacific, 
United Air Lines will fly Stratocruisers to 
the Orient, and Northwest Airlines will 
place them on their Great Circle Orient 

Main deck will accommodate up to 80 
passengers. It is connected by a spiral 
staircase with a flossy lower deck lounge. 
Seating arrangements will vary, according 
to specifications of the different airlines, 
but all will feature luxurious sleeping 
berths (foam rubber mattresses!), figure 
designed chairs, large dressing rooms, 
warm-wall radiant heating, and a com- 
plete air-conditioning system which should 
assure top comfort under all circum- 

Cruising speed is 340 mph between 
15,000 and 30,000 ft. Four 3 500 HP 
P W engines assure ample power, the 
Wasp "Majors" augmented by General 
Electric turbosuperchargers which aid 
greatly in transport of larger loads faster 
and further than those of its predecessor, 
the B-29 Superfort. Range is about 4200 

Ryan is also building the rear fuselage 
sections and exhaust systems for the 
freighter prototype of this plane, the ex- 
perimental job, XC-97 having, in 1944, 
set a record of approximately 6 hours for 
a Seattle-Washington, D.C., non-stop run. 

Sutton New Chairman 
of Missile Committee 

Further recognition of Ryan Aeronaut- 
ical Company's pre-eminence in guided 
missile research and engineering was dem- 
onstrated with the appointment of Harry 
A. Sutton, Chief Engineer, to Chairman- 
ship of the Committee for Guided Mis- 
siles of the U. S. Research and Develop- 
ment Board, an independent Government 

Sutton also was selected as a consultant 
to the committee. His appointment points 
up Ryan's leading position in the guided 
missiles field, and heightens interest in 
the company's other research contracts. 
The board is headed by Dr. Karl Compton, 
president of the Massachusetts Institute 
of Technology, and reports to Secretani- 
of Defense James Forrestal. 

Although the position will not inter- 
fere with his key responsibilities at Ryan, 
Sutton will be called to Washington from 
time to time to help solve particularly 
complicated problems connected with 
guided missile development. 


(Continued from page 11 ) 
From the time incoming business be- 
comes an "order" it is taken on down 
the hne by efficient Joe J. Richert, office 
manager. His five years, with Ryan have 
been thorough, and his work reflects a 
high order of conscientiousness. Joe has 
the heaviest volume of paper work across 
his desk of anyone in the office. But it 
bothers him not at alh Entrusted with 
intcr-departmental expediting or timing. 
Joe sees to it that his papers, which accent 
speed rather than volume, linger only 
brietly. He doesn't have any letter boxes 
upon his desk. 

""Why should I?" Joe asks. "Soon as 
a letter hits that desk it's due for a ride. 
Sorta hard to work on a dispatch inside 
a letter box." 

Like every team in top brackets, Breder's 
band have versatility to spare. What, 
for instance, would Metal Products sales 
do without the sparkle of "Frenchy" Fou- 
shee, Field Service representative and gen- 
eral handyman of the division. Or think 
of the gloom that would settle were 
Frank VoU, office coordinator, a member 
of some other team. Frenchy, whose par- 
ents hopefully christened him Clarence, 
Junior, and probably are the only per- 
sons who call him Clarence, won the 
distinction of being one of the youngest 
foremen ever appointed at any major 
U. S. aircraft factory, when, at 22, he 
was chosen to lead Ryan's then newly 
organized Manifold Development depart- 
ment in April of 1943. 

Foushee, knowing how the parts are 
put together and why, finds it no trick 
to dash a few hundred miles and help 
unscramble some operational snarl. One 
of those rare young men who have the 
knack of practical knowhow and ability 
to whip through blueprints at sonic speed, 
Frenchy packs an additional personality 
quotient which aids in smoothing ruffled 

Frank Voll's ability in bringing people 
and apparently impossible schedules to- 
gether is reassuring. Frank knows what 
it is to be in the middle when a cus- 
tomer wants something day before yes- 
terday and the shop people are convinced 
that they rate at least a week on a job 
easy to spoil. But he just goes right on, 
like old man river, coordinating unyield- 
ing metals, time and men into a some- 
how suddenly satisfying job done on 
time — and right. 

Breder's slogan: "Let's face the prob- 
lem and whip it now, not tomorrow!" 
underlines all Metal Products sales force 
activities. Sam's vitality allows him to 

mock his 5 6 years. "But 1 never fool 
with this game of selling," he'll tell you. 
"It's a grand business, but never a snap." 

"How do you account for Ryan's steady 
upswing in the trade?" he is often asked. 

"Our customers know that our word 
is good, and that our integrity is backed 
by the ability to deliver!" 

Sam assayed his primary problems, im- 
mediately after the war, as essentially a 
task of getting down to size for future 
work, and placing the right people in the 
right territories. An immediate challenge 
was sharpening techniques and sales plan- 
ning to keep abreast of customer needs. 

"We had quite a time in that war 
period and right afterwards," Sam con- 
tinued. "There was quite a spasm of price- 
cutting, wild delivery promises, 'short 
cuts' and dumping practices which were 
flung into an already churned up field. 
I think Ryan Aeronautical Company 
proved itself by keeping to solid ground 
and never failing in its obligations." 

Sam was born in Buffalo, N.Y., and 
was graduated from St. Mary's College. 

He leaped into one of the roughest sales 
fields known, that of rubber, and did well 
for himself during his 12 years in that 
pursuit. He climbed to area managership 
with a Goodyear subsidiary, came out 
to the West Coast as Pacific Coast man- 
ager, and put a sales wallop into the 
Spreckels outfit until the death of the 
senior Spreckels. Sam is an old-timer 
in aviation, and one of the best-known 
men in the business, having joined the 
U. S. Army and done a neat job as an 
Air Corps pilot in World War L Sam 
never got across the pond, winding up 
at Mineola, N. Y., after months of train- 
ing in Texas. 

The interval with rubber companies 
was spread out a bit, broken in 1927 
when he joined the Ryan establishment. 
He parted company for awhile in 1929, 
but returned to his major lifetime career 
here in 1936. He sees a continuing, happy 
sales future behind his uncluttered desk. 

Sam's creed? "My religion is honest 
dealing — and a lot of it!" 

— Charles M. Hatcher. 


Shoivn above is Francisco Waltz, a partner of Ryan Navion's distributor firm of 
Morgan and Waltz of Mexico City, preparing to enter his new Ryan Navion plane at 
Eldorado betiveen Gnaymas and Mazatlan on a recent flight to the southern capital with 
Bill Brotherton, Ryan Navion export sales coordinator. Their journey across eight 
Mexican states, uith landings on sugar cane field clearings, open pastures and at the 
great Mexico City modern airport, ti'as faultless, the plane handling easily under all 
conditions at altitudes from sea-level to 7500 ft. Elapsed flight time was only 11 hours, 
3 minutes. During Bill's visit he and distributors Morgan and Waltz met with Ryan 
Navion oivners and prospective oiiners to plan improved servicing facilities, meeting, 
among other top-flight Federal District residents, Cardenas Rodriguez, Con 
General of the Mexican Air Force. 


This Flying World 

• Flying over some of the most rugged terrain in the world, six Lockheed P2V 
"Neptunes" from the U. S. Navy*s Photographic Squadron One completed a summer- 
long project which called for photo-mapping of 30,000 square miles of Alaskan territory. 

Object of the undertaking was to determine ship navigation possibilities of the 
Alaskan "panhandle" from Skagway to the South, although photographs taken on the 
survey should also prove useful in military analyses. 


9The world's first knoivn pttlsejet-poii'ered helicopter, designed by Roy Marquardt, 
has completed flight tests successfully. Simple in design, the new M-14 "Whirlajet" is 
reported to be capable of tivice the payload of conventional helicopters for short dis- 
tances. Its powerplant differs from other helicopters in having its thrust delivered by 
two pulsejet engines, one mounted on each iving. 

Gross iveight of the experimental craft is 1,000 lbs., and rotor diameter is 29 feet. 
Elimination of internal combustion engines contributed to material lightening of plane, 
ivhile action of the jet-propelled rotor does a-way -with necessity for torque-countering 
devices such as the auxiliary tail rotor. 


• "Growing preference of t 
'fares instituted last fall were 
percent increase in the total 
the total for the same month 

isatlantic travelers for winter flying" and the 30-day cxc 
ttributed by American Overseas Airlines as factors in 
mber of passengers flown to Europe in November, 1948 


• KLM Royal Dutch Airlines, have put fiv 
3ckholm route. Nine other Convairs are on 
all KLM short-haul routes. 

Convairliners into service on their Amsterdam- 
order and will gradually replace slower aircraft 


• Six additional HRP-1 transport helicopters were delivered to the Naval Air 
Services during November by the Piasecki Helicopter Corp., bringing to 1 5 the number 
delivered out of an order for 20. Three of the HRP's will be assigned to the Coast 
Guard, five to the Marine Corps, and the remainder to the Navy, with the exception 
of one model — No. 19 — which will be loaned to the Air Force for helicopter towing 
experiments at Wright-Patterson AFB, Dayton, Ohio. The company will soon go into 
production of the HRP-2, an all-metal version of the "Rescuer." 


9 Brightening the European winter gloom was announcement by the U. S. Air Force 
that transport planes of the U.S.A.F. and Military Air Transport Service have flown 
409,25 6 tons of food, fuel and other important supplies into blockaded Berlin since 
beginning of "Operation Vittles" on June 26. 

Superb performance of both personnel and aircraft is indicated by the airlift's safety 
record shoiving a record of only 1} deaths (as of mid-December) for more than 
24,000,000 miles floun and 165,000 hours of flight time. 


• Considerable care is being taken by Pan American Airways to train the captains who will 
skipper the new Boeing Stratocruiser-class Clippers. First unit of six pilots has been selected 
from the Pacific-Alaska division. Three of them are now finishing in New York a final course 
on the Dehmcl flight simulator, which reproduces flight conditions of the B-377. 


• Reduction by more than 100% of time required for landing big airliners is believed 
both feasible and safe by Curtiss-Wright experts following successful demonstration 
of "negative thrust" landing techniques by a Douglas DC-4 using reversible pitch 
propellers. Test Pilot Herbert Fisher dropped his plane from a cruising altitude of 
15,000 feet to a gentle landing in 2 minutes 5 5 seconds, almost two full minutes ahead 
of a second plane which began its normal let-down at the same time from the same height. 

Use of the reversible propeller "drop-away" is expected, when fully operational, 
to aid airlines in high altitude flight. Its value in emergency landings and military 
tactics also was stressed by the Curtiss-Wright observers. 




(Continued from pa^e 4) 
man in charge of manufacturing. In this 
spot — and a hot spot it can be — is 
James L. Kelley, Works Manager. Hit- 
ting the ball under Kelley are G. E. Bar- 
ton, production manager; Larry C. Mar- 
tin, production engineering; S. M. Fraser, 
manager of the Standards and Estimating 
group, and D. H. Palmer. Occupying 
another hot spot, well under control, is 
Bob Clark, head of Scheduling and Pro- 
duction control. Clark combines years of 
experience with youth to get results. 

One of the busiest men in the whole 
plant is Ralph L. Haver, Chief Metal 
Products engineer. Working under the 
Chief Engineer's office, Haver is prac- 
tically a symbol for continual motion. 
He is liaison man between the engineers 
and the sales representatives; he must 
know what the customers want, design 
it, help build it, help expedite it, and 
then stand by for any and all squawks. 
Ralph is ably assisted by a staff of design 
engineers including Ted Hacker and 
Harry Goodin. Ted has been with the 
company seven years; Harry for nine and 
a half years of fruitful endeavor. They 
draw up original designs or work from 
customer plans with equal facility. 

Ryan's Metal Products Division is con- 
stantly accelerating its output and im- 
proving its standards in three current 
main efforts (a) exhaust systems (b) jet 
engine components and (c) major air- 
frame assemblies. Ryan service envisions 
a dynamic 3 -point plan to provide the 
best in each line. First of all R^an offers 
engineering and design consultation from 
the earliest stages, immediately available 
both here and wherever aircraft and 
guided missile manufacturers may call. 

Second, Ryan's superior production ex- 
perience, resulting from better than a 
decade of leadership in design and manu- 
facture of exhaust systems and other 
stainless steel parts, assures customers not 
only advanced techniques from a plant 
crammed with latest machine tools and 
highly skilled workers, but on-time deliv- 
eries resulting from sustained pride in 
organization and years of unparalleled 

And finally, an impressive part of Ryan 
performance is the consistency of its fol- 
low-through service. A service depart- 
ment staffed with men specially trained 
and equipped by long practical experience 
as well as a desire to serve, goes a long 
way towards assuring perfection in opera- 
tion of Ryan products. 


"Mr. Smith, this is the San Francisco Marine 
Operator. I have a call for you from airplane 

With this startling phone message, what 
recently had started out to be a perfectly rou- 
tine morning in the Ryan Aeronautical Com- 
pany's Public Relations office in San Diego 
suddenly changed into a noteworthy occa- 

Unable to believe that he was being cut in 
on one of the wonders of this generation — 
air-to-ground telephone — Bob F. Smith, busy 
promoter for Ryan's four-place Navion, uncer- 
tainly asked "What? You must mean a long 
distance call from San Francisco." 

"No," said the operator, "I mean this is a 
call from an airplane in flight. Please do not 
attempt to break into the other party's con- 
versation. Wait until he says 'over.' Then you 
can talk." 

With this, a man's voice came over the 
phone, loud and clear. "This is Jim Chese- 
brough of Burlingame, California. You folks 
■wrote me asking how I used my Navion, so I 
thought I'd call and let you know. Over." 

Catching his cue, the now composed Public 
Relations man jumped right in with, "Hello, 
Mr. Chesebrough. What are you doing on this 
flight? Where are you going? And what sort 
of installation do you have in your plane for 
this telephone business? Over." 

"Right now I am five minutes out of Palo 
Alto, California, and on my way to Monterey 
to join my family for the holidays. The equip- 
ment which makes the call possible weighs 
just 29 pounds. Installed, it costs $210." 

About here, Smith let his excitement get 
the best of him and started talking before 
Chesebrough gave the "over" signal. His well- 
meant efforts going for nothing, he fell back 
and waited for the four letter "open sesame." 

"This Marine Telephone procedure," Chese- 
brough continued, "was originally designed 
for fishing boats and yachts, but has become 
equally useful for flying businessmen and pro- 
fessional people who can make all sorts of im- 
portant arrangements by phone before arriv- 
ing at their d3stinations. For example, -(vhen I 
finish talking to you, I'll call my wife to let 
her know when to meet me at the airport." 

By now. Smith fully appreciated the fact 
that Chesebrough's plane was nearly 5 00 miles 
from San Diego and that this was indeed an 
unusual experience — certainly one to be 
shared. Before signalling the final "over," he 
called in Bob Schmelzer, Ryan advertising 
account executive, and Bill Wagner, Public 
Relations Manager, ^vho had been in a huddle 
in an adjoining office, to take their turns 
making history. 

Although the surprise of receiving their 
first telephone call was a bit disconcerting, 
the P/R men held up -well enough to find out 
from Chesebrough that Fred A. Becker of the 
Palo Alto Airport, progressive Ryan Navion 
distributor in the San Francisco Bay area, had 
installed the aviation radio equipment ^vhich 
linked Navion NC91687 to their office in San 

Strictly Personnel 

ATypical of the reception accorded Ryan products is a message received by Sam C. 
Bieder^ Ryan Metal Products Sales Manager front K. F. Mnndt^ Manager of Engineering 
and Manufacturing for AEROJET. Referring favorably to production of sounding 
rockets by this company, and acceptance of Ryan workmanship by AEROJET and Army 
Ordnance inspectors, the dispatch reads in part: "We appreciate the fine workmanship 
and cooperation displayed by Ryan Aeronautical Company in this achievement." 

AResponsibility for direct supervision of the General Electric jet engine project was 
placed squarely upon the extensive shoulders of Ray ''Bittc/j^' OrtiZj already superin- 
tendent of manifold production, in a recent alignment of manufacturing personnel, 
Joe Love was assigned temporarily the duties of Manifold Production Superintendent 
to give "Butch" an assist on the double play. 

AWith discontinuance of third shift Sheet Metal department operations, L. H. Stehiancr, 
formerly third shift supervisor, has assumed position as Assistant Foreman on second shift in 
department 100, in charge of drill presses, saws, routers, and sheet metal bench section. 

^Tivo Ryan men hit the front pages of a San Diego newspaper last month. Art S. 
"Bill" Billings, Ryan Chief Inspector, being quoted on the recent acquisition of a new 
manager for the San Diego baseball club, tvhile William P. "Doc" Sloan, assistant to 
Vice-president Earl Prudden, was given a substantial play in Neil Morgan's San Diego 
Journal coltumty CROSSTOWN. 

AOrganizational changes in the Fabrication section show the following supervisory 
appointments: O. H. Nelson to be Assistant Foreman, 1st shift; D. S. Whetstine, to be 
night foreman; F. D. Farris, to Assistant Foreman on the 2nd shift, and A. W. Har- 
rington, to be assistant foreman, 2nd shift, in charge of engine lathes, turret lathes 
and grinders. 

Other changes were: Cass Gitrney, appointed Assistant Foreman, 1st shift, Dept. 105; 
W. L. Cash, to be Assistant Foreman, 1st shift, Dept. 103; W. S. Stringer, appointed 
Night Foreman in charge of all operations on second shift in Sheet Metal departments, 
and R. W. Booth, Sr., appointed Assistant Foreman, 2nd shift, Dept. 105. 

AAll large press operations, including hydro presses, crank press and stretch press, 
are noiv under Drop Hammer department supervision, -with accompanying supervisory 
changes: J. H. Leary, appointed Assistant Foreman, 1st shift; W. C. Truckan, Assistant 
Foreman, 1st shift; Adolph Bolger, appointed Night Foreman in charge of operations 
on 2nd shift in Drop Hammer Dept., and E. J. Lillis, appointed Assistant Foreman on 
the 2nd shift, for drop hammer operations. 


the pla 

A.Martiu Mullius, 
"Head Nurse." 

"Back in my U. S. Navy days," he relates, "We 
batches of WAVES their physical exams. My share 
and throat — hence the term "Head Nurse." 

first aid station, has 

ere entrusted ■> 
the job was li 

definition for his title 

'ith the task of giving new 
nited, alas, to eye, ear, nose 

LBrand new face and lots of new Southern Hospitality may be found at the 
)n Desk in Jim Bunnell's personnel office. Lorraine Jenkins, up from Dallas, 
Texas, has taken over duties and typewriter from Mary Lou Schinkez, who went back 
to Jackson, Michigan, and a white winter. Married to a native San Diegan, Mrs. Jenkins 
opines she'll like this little ole' Yankee Ryan place no end. 

^Science teachers of San Diego schools sat up in their seats and asked for more 
tvhcn Bill Brotherton, export sales representative, finished his speech before them at a 
meeting in the County schools vocational building recently. Questions were throtvn 
at him for nearly an hour after he completed his discourse on ''Jet Power." 

ASMALL WORLD DEPARTMENT: A Canadian air transport operator came to San Diego 
recently to take delivery on a new Ryan Navion. At the company gates the visitor, Eus/icc 
Bou'hay, of Airdrie, Alberta, met Ryan guard Hugh Eldridge, of Santee, a San Diegan since 
1942. It turned out that Eldridge also had lived in Airdrie. Further conversation developed 
the fact that Bowhay and Eldridge had many mutual friends in Airdrie, one family proving to 
be relatives by marriage of the Ryan's gate sentinel. 

AHonors were well distributed in Ryan's annual golf tournament. Winner of the 
first flight trophy was Eddie Carvajal, of Sub-Assembly, Clint Hillis of Inspection 
grabbing the runner-up spot. Snagging the trophy in the second flight w^as D. H. Palmer, 
plant engineering chief, while Ralph Haver had to be content with his shiny second- 
place medal. James R. Roth, Personnel Dept., beat out Ralph Ramsey, purchasing depart- 
ment, in the third flight, 

ARyan^s always classy baseball team tvill ivind up the second round of its play in 
the San Diego County Baseball Matiagers Association Winter League, already victors in 
the first round and slugging away for the second championship. 



Recognition of long and loyal service with Ryan Aeronautical Company was accorded 
5 "Old-Timers," all 10-year veterans, at a dinner and entertainment given by T. Claude 
Ryan, President, during the Holiday Season. Earl D. Prudden, Vice-President, and Will 
Vandermeer, Engineering Laboratory supervisor, were presented pins signifying 20 and 
i5 years, respectively, with the company. 

Awarded their 10-year pins at the dinner by T, Claude Ryan, center, were the follow- 
ing (above, left to right): Jack Zippwald, Joe Love, William Fauhvetter, Jack Weyer, 
Robert Johnston, Earl Prudden, (20 years), Ray Ortiz, Harold Ringer, Will Vandermeer, 
William Thayer, Adolph Bolger, Dyke Warren, Louis J. Riley, Albert Jueschke, George 
M. Lane and Louis A. Speier. A. M. Weidinger and Hoxvard Craig, also eligible, could 
not attend. 

Others at Ryan who wear 10-year pins, and most of ivhom tvere at the dinner, 
are W. O. Locke, M. E. Thompson, J. van der Linde, M. W. Kelley, E. A. Oberbauer, 
W. K. Balch, S. C. Breder, W. C. Cattrell, E. P. Fauhvetter, C. R. Harper, J. E. Castien, 
D. N. Beebe, J. V. Rose, Roy Ryan, R. E. Clark, B. S. Morroiv, J. Litell and C. R. Cline. 

Others past the decade mark are B. A. Averett, W. D. North, W. H. Adams, H. 
Engler, C. F. Bennett, F. S. Dever, G. M. Wilcox, J. F. Butler, R. C. McCollum, P. H. 
Stillman, N. H. Edward, E. P. Pederson, E. D. Sly, C. A. Lehton, Wm. Wagner, F. Tom- 
rell, A. I. Park, G. W. Lowe and Carl F. Nesbitt. 

USAF Orders Five More 
Ryan Liaison Planes 

Five more Ryan Navion L-17B liaison 
planes, in addition to the 158 on which 
work is now nearing completion at the 
San Diego plant, have been ordered from 
the Ryan Aeronautical Company, officials 
have disclosed. 

The new order was placed through the 
Air Force's Air Materiel Command at 
Wright Field. The planes are understood 
to have been ordered for use in Greece. 
They will be added onto the end of the 
present production contract, which is for 
National Guard and Army Field Forces 
planes. The latter group are for use by 
occupation forces in Europe and Asia, as 
well as in the continental United States. 

An order for spare parts, special tools 
and ground handling equipment for use 
with the 5 -plane fleet for Greece has also 
been placed. A similar order in connection 
with the original 15 8-plane contract 
called for spare parts equivalent to ap- 
proximately an additional 60 airplanes. 

Flyaway deliveries of the Ryan Navion 
L-17Bs for the Field Forces and National 
Guard have been under way since mid- 
December. First deliveries were to the Air 
Materiel Command at Wright Field, to 
National Guard headquarters at Washing- 
ton, D. C, and to the Chief of the Army 
Field Forces at Fort Monroe, Virginia. 

Following this first assignment, large 
groups of 10 to 30 planes went to the 
Fourth Army at San Antonio and the Sec- 
ond Army at Fort Meade, Maryland. The 
First, Third, Fifth and Sixth armies are 
also to receive Ryan Navions. 

After delivery of these Field Forces 
planes, deliveries to American occupation 
forces abroad will begin, with the largest 
group going to the Commander-in-Chief 
of Field Forces, European Command, in 
Germany, and a slightly smaller number 
to the Far East Command in Japan. Other 
shipments will include that to the joint 
Brazilian-U. S. Military Commission in 
Rio de Janeiro. 

The final complement, comprising 34 
Ryan L-17Bs, is scheduled for delivery to 
stations designated by the National Guard 


A multi-million dollar volume produc- 
tion order for exhaust cones, burner as- 
semblies, combustion chambers and other 
specialized jet engine parts has recently 
been received by the Metal Products Divi- 

The jet engine components have been 
ordered by General Electric Company for 
their J-47 (TG-190) model, which is 
going into mass production because of 
the important role this power plant will 
play in the expanding Air Force program. 

Preliminary work on the huge new or- 
der was started at Ryan several months 
ago, and a major re-arrangement of plant 
facilities is nearing completion in order 
to provide necessary manufacturing and 
assembly areas for the J-47 jet engine 
components. A sizeable investment has 
been made in new equipment for the Gen- 
eral Electric order, including a new hydro- 
press, spot welders, vertical turret lathes 
and other machine tools which are now 
being installed. 

As the Ryan Metal Products Division 
swings into line production, the delivery 
schedule will be stepped up to match the 
expanding requirement for the J-47 jet 
engines. The present program calls for a 
several-years uninterrupted production 

Negotiations with General Electric and 
the Air Force for Ryan to undertake much 
of the stainless steel parts manufacture 
for the J-47 were begun many months 
ago. Since that time the total production 
schedule has been increased several times. 

Ryan officials are not permitted to 
name the exact dollar value of the con- 
tract or reveal detailed production sched- 
ules, but can state that the program will 
be a major factor in the work of the 
Metal Products Division for several years. 


(Continued from page 6) 
Tremendous demands will be made upon 
our aviation resources by the whirlwind 
advance of modern aeronautical science. 
Conquest of sonic barriers, creation of new 
metals and materials with which to handle 
awesome new thermal power plants and 
rocket devices — these and other challenges 
will be hurled at Ryan, as at all other avi- 
ation companies with sight to look ahead 
and intelligence to comprehend the world 
of tomorrow. And because Ryan has a 
truly modern plant and because Rvan 
workers are loyal and industrious as well 
as skilled, the aeronautical industn,- can 
look to Ryan for continuing leadership. 


(Coiit'mncd from page 9 } 
more mountainous sections. As we usually 
fly only thirty to forty feet away from 
the line, binoculars are not at all neces- 
sary; and our two-way radio can be used 
through C.A.A. radio stations for any 
emergency messages. 

"We find that our fuel consumption is 
approximately six and one-half gallons per 
hour on this work (including going to 
and from the power line), which gives us 
a long cruising range. 

"The advantages of air patrol are great, 
of course. I do not believe the Idaho Power 
Company has made a single ground patrol 
in the past year and a half. An airplane 
can patrol in five hours the same lines that 
would require three weeks for proper in- 
spection by truck. This is of the greatest 
importance on an emergency patrol where 
the location of trouble must be quickly 
found. Many miles of the lines in Southern 
Idaho, especially across farm lands, cannot 
be patrolled on ground, except by foot. 
Aircraft patrol is also particularly effec- 

tive in rugged mountainous areas where 
other means of travel are ordinarily slow 
and difficult. 

"It was during the heavy storms this 
winter that patrolling in the Navion was 
responsible for some remarkable emergency 
duty. For example, lines were out of order 
from Boise to McCall, Cascade, New 
Meadows, and Horseshoe Bend, towns in 
Southwestern Idaho. Flying with an emer- 
gency transmitter that was tuned to the 
frequency of radios in the power com- 
pany's line trucks, two power company 
men and myself patrolled for hours over 
the lines. We were in radio communica- 
tion with crews on the ground, and re- 
layed our reports to Boise. We also relayed 
messages from the Boise headquarters to 
the ground crews who were using snow- 
shoes and skis to work their way along the 

"Quite suddenly the boys in the plane 
with me spotted the break in the power 
line that had shut off Cascade and McCall. 
The ground crews had started along the 
line approximately thirty miles from the 

break. Following our directions, they pro- 
ceeded directly to the spot where the line 
was down, saving themselves a long trek 
on snowshoes, and getting power back on 
for the two towns at least twenty-four 
hours earlier than could have been done 

"There are two other advantages the 
Navion patrols have which aren't apt to 
occur to the average person. One is the 
ability to spot hazardous conditions. On a 
recent patrol of the Upper Salmon-Cald- 
well 13 8,OOff-volt line, for example, we 
spotted and photographed a hay derrick 
dangerously close to the company's trans- 
mission lines. Because hay derricks are used 
extensively in the thousands of fields in 
the Snake River Valley, we plan to keep 
close tab on them on our future patrol 

"The other advantage is fast cruising to 
and from the patrol area — something 
that's possible in a plane so well designed 
as the Ryan Navion which has both ideal 
slow flight characteristics and high cruis- 
ing speed." 

r^iiiF--- 3 






Bringing additional speed and efficiency to the company's 
already versatile array of powerpress machinery, a massive 
2 50-ton Fastraverse System hydraulic press has been placed in 
plant operation. It was obtained especially for the new General 
Electric jet engine components project, but will also be avail- 
able for other manufacturing operations. 

The new press towers 1 6 feet above the pile re-inf orced pave- 
ment supporting it; measures 7 feet 3 inches in length and five 
feet in width. It will accommodate any drawn part up to 4 by 
6 feet, handles tough stainless steel with the ease of a 3 -year-old 
re-shaping papa's derby, and turns out its work smooth- 

Durward H. Palmer, plant engineering chief, supervised 
installation work, which began in November. Working opera- 
tions on the machine will be supervised by Ray McCollum, 
foreman of the drop-hammer department. A double-action 
press, the Fastraverse has two rams driving from the top, an 
outer and inner set, its continuous cycle enabling swifter pro- 
duction. Fully automatic, semi-automatic and manual controls 
afford a wide range of pressures for stainless steel, inconel and 
dural stampings. 


With Men Who Sell Navions 

STAND UP AND CHEER DEPARTMENT. As winner of the Haire Award for 
outstanding achievement in airport planning, management, operation and serv- 
ice, Bradley Field, home of Aircraft Service Company, rates the congratulations 
of everyone in the Ryan Navion organization. John Bradley, Les Randolph, 
Ray Williams, Glenn Higby and the rest of the ASCO staff earned Bradley Field 
top honors in the classification "Close in, in town, or resort air porks and air 
harbors." 400 airports were in the notional competition. 

flying start. The appointment of Northern Air Service, Inc., in Grand Rapids and 
Boker-Eberle Aviation Corporation in Detroit puts the Navion program on solid footing 
in previously unossigned Michigan territory. Chet Hall is head man at North Air 
Service, and Paul Eberle, soles chief of Baker-Eberle. 

North Atlantic Airways, Inc., Beverly, Massachusetts, now represents America's 
finest postwar four-place plane in Greater New England. Bob Wolcott guides the des- 
tinies of NorLontways . . . Buffalo Aeronauticol Corporation, Buffalo, New York, with 
F. Leslie Morsden at the controls, hos distributor responsibility for the important 
Western half of New York. 

details for the second series of Ryan Navion Service and Maintenance classes. 
The first class, designed for distributors' representatives, began at the factory 
Monday, January 17th. The second ond third classes, for dealer's representa- 
tives, will cover the same material, and will start iS"UB''y ^W^*^ February 
14th respectively. Each class will run five days. Of •/ ^ 

MEXICO AND WESTERN CANADA are now well represented in the Ryon Navion 
program by Morgan & Walti and Chinook Flying Service, respectively. Morgon & 
Waltz is the newly-appointed distributor for Mexico and the Central American 
countries of Honduras, British Honduras, Costa Rica, El Salvador, Guatemala and Nica- 
ragua. Francisco Woltz and Bill Morgan, well-known business and aviation figures in 
Mexico, are partners in this new organization. Chinook, under president Franz 
McTovish, will operate from headquarters in Calgary, Alberta, to cover Canada's four 
western provinces — British Columbia, Alberta, Saskatchewan and Manitoba. 

LES BOWMAN'S DONE IT AGAIN! A conscientious reporter could spend full 
time following the footsteps of Les Bowman, president of General Aeronautics. 

The sales-wise Texan's latest achievement was winning the first place trophy 
in Navigation Contest from El Paso to Chihuahua City, Mexico. Piloting his 
Ryan Navion demonstrator, Les made it to Chihuahua just 30 seconds ahead of 
his ETA. His ET was I hour 55 minutes. His clocked time; 1 hour 54' 2 minutes. 

speed in his Ryan Navion on a recent flight between Polo Alto and Los Angeles. Harry 
says that at times his speed was 235 mph. He flew the 350-mile trip in just 1 hour 
and 35 minutes. Wind at 10,000 feet was 75 mph from 360°. 

YOU CAN'T FOOL THE KIDS. Genial George E. Haddaway, Editor of Southern 
Flight, wrote to chief-Novion-mon, T. Claude Ryan, this month . . . "My six- 
year-old boy started in school last September. Being on the skinny side, we 
worry about him eating proper food for lunch away from home. His momma 
asked him last night what he had for lunch. He responded . . . Navion beans!" 

DO YOU KNOW THAT the United States is divided into 25 distributor territories for 
sales of the Ryan Navion . . . that the only exception is Southern California where 
these seven Factory Dealers operate directly under the Ryon factory: Bakersfield Air- 
park, Bokersfield; Clover Leaf Aviation, Santa Monica; Conejo Valley Airport, Cam- 
orillo; NeoAir, Inc., Van Nuys; John B. Rudy Company, Glendale; Signal Aviation 
Corporation, Long Beach; and Skymotive, Inc., Los Angeles. 

ONCE OVER LIGHTLY . . . Items picked up in a fast runover of distributor- 
dealer newsletters and memoranda . . . Hunters marooned on Bruce Meadows 
in the Idaho Primitive country recently hove Glenn Higby of the Aircraft Service 
Company to thank for their rescue. Glenn Navioned in with 200 pounds of 
bedding and supplies to tide the boys over until they could make their way 
out . . . Chet Moulton, Idaho State Director of Aeronautics made the trip with 
Glenn from Boise . . . Ted Royce, General Aeronautics' enterprising sales pro- 
moter, has compiled a mailing list of 500 good-prospect farmers and 300 air- 
minded oil men. Specially designed releases keep these people fully conscious 
of the advantages of Ryan Novion business transportation. While disploying 
the Ryan Navion at the recent Home Builders Show in St. Paul, Van's Air Service 
executives, B. G. Vandre and Lloyd Von Camp, sow the Ramos twins perform 
their famous acrobatic-balance act. Impressed, they invited the boys to enjoy 
a Ryan Navion flight. The twins took them up on the offer, and reciprocated 
the hospitality by posing for a series of unusual publicity pictures which you 
should be seeing in regional aviation magazines soon. 

^anZ o>^ 

'SZ 05o ?5>- 

2 3 


o — I 


3 ? z 



< c 

5 2 > 


— a » 


« hS 





"Sc S J' 



:S SSz ^5:;; 

1 11. 
; I > 

P?55 5J' 

2. > 10 -o . 

< -« > 

o o H 


Return Postage Guaranteed 

POSTMASTER: If addrcs 
address is known, noi.fy s 
for which is guaranteed. 

Form 3(47, postage 



4557 te:^?.a:e dr. 
san diego 4. calif 

Sec. 562, P. L. & R. 


San Diego, California 
Permit No. 437 

§toml©§§ §t©©l 

for th© 

Aiir©iraft aed 

Aircraft Ee^iee 

RMHIl Metal Products 


Exhaust Systems • Turbo-Jet and Ram-Jet Components 


AVIATION WEEK magazine, leading trade publication, recently 
summarized the present status of American Air Power, comparing the 
recommendations of various governmental committees with proposals by 
President Truman contained in his 1950 budget message. 

As summarized below, the potential production under the 1950 budget 
will be far below that outlined under the 5 -year plan proposed by the 
last Congress and passed by the overwhelming vote of 345 to 3 in the 
House, and 74 to 2 in the Senate. 


Annual minimum to "cooperate in maintenance 
of world peace" 

Recommended for calendar year 1949 



"Strength necessary to prevent the loss of a war" /^'i 

requires annually vJ>_7 




"Initial strength to mount promptly ... a successful "| "I "I MILLION 

air offensive" requires annually XX J. POUNDS 


Annual minimum to provide base for expansion 





Representative Carl Vinson, Chairman of the Armed Services Com- 
mittee, is leading the fight to retain the 70-group Air Force, and has 
recently taken a strong position on the need for the 5 -year program. 

"I know of no development that should change the decisions arrived 
at by the Congress last Spring," he said. "The Congress meant to en- 
dorse a long term program then. I believe we should now^ take action 
to remove w^hatever doubt may remain as to what we intended doing 
last Spring. 

"Certainly the five-year program is the minimum," he continued, "and 
I am going to insist that the Congress adhere to it and take action to 
make that program as fixed and definite as can be done under our Con- 


Nexv Ryan Nation for '49 features 
higher performance and still more com- 
fort for even greater owner satisfac- 
tion. Companion plane is military L-17B 
Ryan Nat-ion. 



of its 

he do 


ndreds of Ryan workers and i 
customers recognize his gall 
ure. He's married, has on 

old son. Has been with Rvan 

5 years. 

iduate of Oregon State Co 

tes on hunting, fishing and s 
But mostly his time goes 
office manager of the Metal 1 

Sales department. 

Meet Joseph J. Richeri 

e 17 



FEBRUARY, 1949 VOL. I, No. : 

Published Monthly By 
Ryan Aeronautical Company, Lindbergh Field, San Diego 12, California 

r Frances L. Kohl, art and production editor Robert F. Smith, Navion news editor 

Don Doerr, chief photographer William Wagner, editorial director. 


Charles M. Hatcher, edito 

Young Stviss pilot proves that 8,400 

-miles over mountains and sea 

is easy when you go . . . 

Just twelve months following his first airplane ride, Bernie 
Dardel, youthful pilot-member of a Swiss exporting firm, 
landed his new four-passenger Ryan Navion at Buenos Aires, 
Argentina, after a spectacular 8,400-mile flight from San 
Diego, California. Although he had logged only 195 flying hours 
before leaving the States, Dardel reported no trouble whatever 
during the 16-day trip. 

Mountains that baffled the Conquistadores proved only thrill- 
ing scenic panorama for Dardel as he crossed the towering 
Andes 70 miles east of Santiago, Chile. His Navion winged its 
way at 15,700 ft. altitude through mountain passes and as con- 
fidently skimmed the wave-tops off the coast near Antofagasta, 

Dardel left San Diego on his father's birthday anniversary. 
He took Francisco Waltz, Ryan Navion distributor at Mexico 
City, with him as far as the Mexican capital. 

. . . . BV M\m TO BUEIOS HUES! 


MEXICO CITY^« V^ / J ' ^T~i> 

acapulCo«^^,mixtepec ^^ "^H;— ^ 


8,400 JULES 

"After my Navion got a 2 5 -hour check in Mexico City," 
Dardel wrote, "I took off for Acapulco. Acapulco is probably 
the most wonderful place I have ever seen." 

There appeared to be no Mexican radio stations broadcasting 
for aircraft, Dardel reported, except the Mexico City tower, 
which answered all his calls. He flew without incident over the 
remaining Mexican coast Une, and made one stop each in El 
Salvador and Nicaragua before landing at an extremely damp 
field at David, Panama. 

"Had no troubles with authorities, and a pilot drove me 
through a dirty town to a very nice hotel. When I entered the 
dining room that night a bell boy ran after me to tell me that I 
was not allowed to have dinner without a jacket. To think that 
outside the hotel some people were without trousers — and me 
not having dinner without a jacket; crazy town." 

Dardel changed his original itinerary south of Panama be- 
cause of advice that the coastal route, although mostly prime- 
val jungle for about 700 miles, was a safer choice than the in- 
land route. This caused an immediate question of gasoline, so 
he purchased three 5 -gal. cans for refilling along the way. He 
left the main Panama airport with an overloaded plane and 
one hope — that the engine wouldn't quit. It didn't, and about 
200 miles from Panama City he landed at Jaque to refill his 
gas tanks. 

"Radio communications," Bernie said, "were a great help as I 
was in contact with the Balboa (Panama) station for over 300 
miles. Along the beach southwards there are all kinds of planes 
(Continued on page 9) 


With $2,000,000 in contracts for guided missile -work, Ryan Aero- 
nautical Company plays an active though necessarily closely guarded 
role in the field of pilotless aircraft. This non-technical article reveals 
some interesting basic principles about this new and challenging field. 

By Sam B. Beaudry, Project Engineer 
Guided Missile Development 

(Official V. S. Naty Photo) 
Navy Aerobee rocket for which Ryan now 
makes stainless steel parts 

Late in the summer of 1944 a howling 
monster hardly bigger than a torpedo 
hurtled across the English Channel and 
fell upon a startled London. Before winter 
came, more than 5000 persons had been 
killed, 23,000 houses destroyed and hun- 
dreds of thousands of buildings damaged, 
all at a cost to the Germans of about 8,000 
V-1 "buzz bomb" guided missiles. In ef- 
forts to combat the new menace, nearly 
1500 Allied aircrewmen gave their lives. 

Yet this V-1 weapon was a device car- 
rying only 1800 pounds of explosive at a 
laggardly speed of 400 m.p.h. Within a 
short time of the start of this hideous new 
form of warfare, the V-2, a liquid-pow- 
ered rocket missile, was added to the en- 
emy's repertoire. Carrying better than 
1500 pounds of explosive at a speed of 
3 500 m.p.h., this later "flying bomb" was 
of really supersonic calibre, making detec- 
tion and countermeasures almost impas- 
sible. Only by attacking launching sites 
were defending airmen able to take some 
measure of counter-action. 

As if the old fighting equipment were 
not bad enough, each new war creates a 
new weapon, or an adaptation of some an- 
cient principle. The Marines used most ef- 
fectively in the Pacific a liquid fire which 
would have seemed quite familiar to the 
defenders of Constantinople centuries ago. 
The Germans, in putting the rocket prin- 
ciple to work in their V-2's, enlarged upon 
a cruder rocket used by the English against 
Americans at Ft. Henry, Baltimore, in the 
Revolutionary War. (Remember "the 
rockets' red glare" from the Star Spangled 

Guided missiles may dominate the next, if, Heaven help us, one does begin. 
During the latter part of World War II 
the Nazis succeeded in developing some 
138 missiles, accessories and modifications, 

their greatest success coming in the fields 
of long-range bombardment and anti-air- 
craft defense. According to Lt. Col. Keith 
McCutcheon, USMC aeronautical engi- 
neering expert, later with the Pilotless Air- 
craft Division of the Navy's Bureau of 
Aeronautics: "The missing link in the 
German development was in suitable guid- 
ance and control of the missiles after 
launching, so in the strict sense of the 
word they were not guided missiles but ar- 
tillery projectiles with extended range." 

Simplest basic category of guided mis- 
siles, which describes the location of the 
launching device and the target, includes: 
(1) surface-to-surface; (2) air-to-sur- 
face; (3) surface-to-air; and (4) air-to- 
air. Other important factors in classifying 
guided missiles are types of propulsion; 
methods of guidance and control; range 
and speed; launching system, and type of 

Obviously an explosive, to be effective, 
must reach its destination — and at a speed 
which should make it impossible to inter- 
cept. Guided missiles depend for their 
propulsion upon some form of jet drive. 
Jets, by now becoming familiar to the 
man-in-the-street, are roughly divided 
into rocket, turbo, ram and pulse groups. 

Rockcfs carry all their fuel aiiJ oxygen 
within the body of the rocket itself, and 
if necessary could operate in a vacuum or 
beyond the earth's atmosphere. Automatic 
devices control combustion — and speed — 
by regulating the flow of liquids. The 
"motor" combines a combustion chamber 
and an exit nozzle. Chemical reactions pro- 
duce large volumes of high temperature 
gas in the combustion chamber, and these, 
when discharged through the nozzle, de- 
velop enormous velocity and thrust. 
Rockets are handicapped by the fact that 
they must carry their own oxygen, for at 


A 1400-mile area 
stretching from Mexico 
into Wyoming, which 
dramatically shows the 
curvature of the Earth, 
is shown in this photo 
taken at an altitude of 
57 miles from an Aero- 
bee rocket fired from 
White Sands Proving 

(Official U. S. Navy 

Photo uith artist's 

dra iving of missile 


the altitudes at which they operate there 
is no oxygen, or sufficient oxygen, in the 
atmosphere to sustain the fire of combus- 

The German V-2, probably still unsur- 
passed as an operational missile, delivered 
on London a one-ton bomb-load, but 
weighed 31,400 lbs. at launching. It re- 
quired 800 lbs of fuel and 11,000 lbs of 
liquid oxygen. The weight of a projectile 
naturally increases with range, thus re- 
quiring more fuel, which in turns re- 
quires more weight which demands more 

power which again calls for more fuel — 
a sort of mathematical dog-chasing-tail 
situation. Range limit of V-2 rockets is 
believed to be about 450 miles with pres- 
ent types of fuel and construction mate- 

Turbo- jet powered missiles utilize a gas 
turbine to drive an axial-flow or centrifu- 
gal-flow air compressor mounted on a 
common shaft. Air is sucked into the 
openings of the powerplant, and com- 
pressed at high temperature. Fuel is intro- 
duced into the chamber and the resulting 

mixture ignited, providing the hot con- 
tinuous blasts which roar backwards 
through the exhaust nozzles to provide the 
forward thrust. 

Kaw-jets, best-known primarily Amer- 
ican development in the international jet 
power race, offer effective propulsion at 
from 1200 to 2 500 m.p.h. They have no 
moving parts. There are only three essen- 
tial parts; a diffuser, combustion chamber, 
and exhaust nozzle. They have no means 
of compressing air before receiving it into 
(Continued on page 14) 


Ryan Aeronautical Company metal products played an im- 
portant part in two American aerial achievements recently 
completed, the setting of a new record for pilotless aircraft and 
the propulsion of a standard fighter plane by ram-jet power 

Longest flights ever made by pilotless aircraft powered with 
ram-jet engines, major components for which were manufac- 
tured by Ryan Aeronautical Company, were recently an- 
nounced by the Navy. Piloted by remote control and tracked 
by radar, several sustained runs of more than ten minutes were 
made by the Gorgon-IV, the Navy's almost wingless guided 

Since the ram-jet "flying stovepipe" has no static thrust and 
must be given an initial velocity of around 300 m.p.h. before 
it can begin to operate, the Gorgon-IV was taken aloft under 
(Conthiiicd on juii^e 17) 

Navy's ram-jet 
powered Gorgon-IV. 

first flight on ram- 
jet pouer alone. 


Neighbors and their planes cooperate to set 
ne-w crop records on von Glahn ranch 

A host of harvesting records fell by the wayside on this 
season's Annual Harvest Day on the Elmer C. von Glahn 
Ranch, 14 miles southwest of Corcoran, California in the center 
of the Tulare Lake Basin. More than 200 persons worked with 
27 harvesting machines and 6 Navion airplanes to harvest more 
than 30,000 tons of grain. 

This formidable combination of modern machinery and ex- 
perience accounted for a prodigious total of 700 tons (600 
acres) of barley harvested per day. 

While the larger harvesters were cutting 2 5 -foot swathes 
across the 4 8,000-acre ranch, the six all-metal Navion planes 
were busy doing jobs which in former days had required the 
efforts of a legion of farm-hands and a fleet of vehicles. 

With fire a constant harvest-time hazard, one Navion was 
kept on constant patrol for telltale signs of smoke. 

Another of the 150-mph planes shuttled back and forth be- 
tween the main von Glahn office in Corcoran, the ranch head- 
quarters, and a dozen different harvest camps in the Lake Basin, 

transporting men charged with the direction of the harvest to 
points where they were needed most. 

A third Navion was held in ready reserve to rush mechanics 
and spare parts to broken-down harvesters and other equipment 
needing special attention. 

A trucking company used a Navion to direct traffic to proper 
sections and generally supervise the operations of 27 giant 
trucks and semi-trailers. 

Two other Navions, owned by neighboring ranchers, were 
utilized for observation of the entire harvest operation and for 
careful inspection of particular phases of the huge maneuver. 

1948's record harvest on what is one of the largest and most 
productive ranches in the entire West is a logical achievement 
in the career of Elmer von Glahn. Specialist and pioneer in the 
full utilization of up-to-date mechanical equipment in agri- 
culture, von Glahn declares that he couldn't do without his 
Ryan Navion in the present scope of his ranching operations. 
(Coiitiiiucd on page 12) 

.^mMtht^U^-''^--. w^ 


Moving day at Ryan Aeronautical Com- 
pany conies virtually every day. A housewife 
is dismayed if she must pack up twice in a 
half-dozen years. Durward H. Palmer, chief 
of Ryan's Plant Engineering department, by 
contrast, calmly undertakes major moving 
operations on a practically continuous sched- 
ule. In an industry so fluid as the aircraft 
business, today's perfect assembly line may 
need complete revision tomorrow. New con- 
tracts for ever-changing types of aircraft 
and aircraft components may require switch- 
ing around of whole shops to meet changed 
patterns. The undertaking is a sort of 
mechanical problem child, which, at R)'an, 
as been channeled into good behavior. 

"Plant Engineering," says Palmer, "aims 
at two targets: first, maintenance of machin- 
ery and equipment of the plant in satisfac- 
tory condition at minimum cost; second, the 
construction and installation of new equip- 
ment and facilities." 

To accomplish both aims, the department's 
130 men and women have been divided into 
carefully coordinated task forces. Each group 


is assigned specific responsibilities, proper equipment and bal- 
anced personnel. 

Palmer works closely with the Plant Layout department, an 
important section of the Production Engineering division. Each 
detail involving shift of machinery or shop departments is 
studied closely by both units. When Plant Engineering is noti- 
fied of an impending change in the physical layout of one of 
the production departments, Palmer obtains a plant layout and 
calls a conference of his foremen. Next follows a check of all 
facilities so that proper gas, compressed air, water and electrical 
inlets and outlets may be prepared. Then come careful cost esti- 
mates and time schedules, with crews organized with due con- 
sideration for skills and labor required. 

But a machine shop, for instance, just isn't moved over- 
night. Undue interruption of production in any important sec- 
tion of the plant could cause serious delays in delivery schedules. 
With work proceeding on a multi-shift basis, Plant Engineering 
must plan the movement of every item with meticulous care, 
timing transfer of smaller equipment for night hours. Bulk 
operations are set for week-ends. A complete moving job may 
require weeks. 

Preparations for beginning work on Ryan's multi-million- 
dollar General Electric jet engine component contract affords 
a cross-section of typical Plant Engineering responsibilities in 
large scale plant moving operations. As part of the re-arrange- 
ment of machinery and shops Palmer found it necessary to 
(a) move airplane sub-assembly departments to the mezzanine 
of the sub-assembly building; (b) move Navion Parts Stores 
and Upholstering department; (c) move Experimental depart- 
ment to Final Assembly building; (d) enlarge the tooling de- 
partment; (e) move Machine Shop to the area vacated by the 
Experimental department; (f) locate and lay out General 
Electric assembly department between Machine Shop and Sheet 
Metal Assembly; (g) re-arrange heat treat and stainless steel 
processing — well, we could go on for some time, 'just as Plant 
Engineering did. 

Mechanical Maintenance people are the machinists, plumbers 
and journeymen of many trades who magically transform an 
empty floor space to a crowded shoproom between Saturday 
and Monday. They are led by Otto A. Schulte, foreman, who 
follows each moving job from preliminary memo to final 
clean-up. Schulte and his men are as versatile as a juggler with 
seven arms; can whip you up a husky working platform or re- 
pair a plant whistle. They make quick work of such assign- 
ments as moving Experimental to the Final Assembly building 
and shifting the Machine Shop into Experimental's old location. 
(Continued on page 13) 

"A place for everything, and everything in its place" appears 
to be the theme behind this discussion between Plant Engineer- 
ing chief Durtvard H. Palmer, (right) Bill Kupilik (center) 
assistant foreman, Welding and Pre-Jig, and Archie "Red" 
Hammock, manifold production department coordinator. 
That's a shop layout they^re checking. 

^'Moving day" is only one of 

-many problems confronting 

Ryan's resourceful Plant 

Engineering Department 


Controlling the roaring mechanical horses of aircraft engines, 
which snort fire and exhaust gases as they hurtle across the 
skies, is the constant problem confronting powerplant engineers. 
The unglamorous but vital exhaust system is one of the answers 
to the problem, channeling heat and gases away from the engine 
while adding speed and comfort to the plane. 

Ryan Aeronautical Company for two decades has been in the 
van of manifold design and construction, building efficient 
manifolds for its Ryan Brougham 5 -passenger plane as early 
as 1927. 

Always planning ahead, including current research work in 
the new realm of jet propulsion, this organization is the only 
major airframe factory which is also a mass producer of ex- 
haust manifold equipment, and a recognized leader in the 
manufacture of stainless steel engine and aircraft components. 

Development of extremely high-horsepower aircraft engines; 
the use of exhaust gases for turbo-supercharging, cabin heating, 
carburetor warming and for added speed through jet thrust; 
plus the need for flame dampening, has accented the importance 
of this equipment to the proper functioning of the whole engine 

Efficient design of manifolds begins with the time layout of 
a new plane is started and consideration is first given to the en- 
tire powerplant arrangement. There are three general types of 
exhaust system: (1) the universal joint type, originated at 
Ryan with characteristic ingenuity, which is composed of two 
or more sections bolted rigidly together and mounted on the 
engine mount ring or inner cowl by means of a series of links. 
The manifold is connected to the engine through use of uni- 
versal or "Ryan ball and socket" joints, which absorb the con- 
tinuous engine movement and vibration. (2) The conventional 
slip joint type manifold composed of individual sections 
mounted cantilever on engine exhaust ports and connected by 
"collars." (3) Short stacks or ejector stacks. 

When Ryan entered the exhaust manifold field a generation 
ago, pilots often were temporarily blinded with flame-glare 
from the then commonly used short stacks, and cabin passen- 
gers were threatened with carbon-monoxide blown back from 
the engine. Ryan was the first manufacturer of airplanes to in- 
clude exhaust-warmed cabin heaters as standard equipment. 
First manifolds were made of sheet tubing iron and from flex- 
ible tubing, crude forerunners of today's highly efficient stain- 
less steel systems which are stamped from sheet metal and 
welded into any desired shape. 

Ryan innovations in connection with its steadily expanding 
exhaust system production included establishment of a more 
efficient "flow production" system of manufacturing, use of 
drop hammers as flexible production tools, and adaptation of 
new welding techniques to stainless steel fabrication. Ryan has 
become the largest user of stainless steel in the aircraft industry, 
swallowing shipments of large 18-8 and 19-9 steel sheets by the 
carload. During World War II it was the largest manufacturer 
of exhaust manifolds in the world. 

Ryan's famous five-place '^Brougham" of 20 years ago included 

among its many advanced construction features a flexible 

collector-ring type exhaust system^ made of flexible and 

straight iron tubing, for its Wright J-5 engine. 

Archie "Red" Hammock, metal products division coordinator, 
and Herb Simmer take a final look at the B-50 stainless steel 
exhaust system shown here, one of four such Ryan manifolds 
on each Superfortress bomber, and an impressiic contrast to 
the 1927 type shoun above. 

Announcing the new 



Cruising speed, up to 155 mpli 

Take-off distance 

over 50' obstacle, down to . . . 875 ft. 
Landing distance 

over 50' obstacle, down to . . 875 ft. 

Ceiling 15,600 ft. 

Climb (first minute), up to ... 900 fpm 

Above performance hos been demonstrated on standard 
'49-type Ryan Navion. Take-off, landing and climb figures 
are with zero wind, sea level and full gross load of 2750 lbs. 

Featuring 29 dramatic new improvements for '49 

Higher performance highlights 29 exciting new advancement^ 
quieter, still more dependable, safe and useful Ryan Navioi 

New.' GREATER SPEED AND PERFORMANCE in the vastly improved 
'49 Ryan Navion. New 205 h.p. engine rating plus sleek new landing 
gear fairings and doors speed the Ryan Navion through the air at a 
new, faster 155 m.p.h. cruising speed. Sensationally shorter take-off 
run of only 560 ft., and only 875 ft. take-off to clear a 50-ft. obstacle. 
Normal landings are made under 50 m.p.h. with average loads. 

New! STILL MORE ROOM AND COMFORT in the tastefully appointed 
cabin. Wider foam-rubber-cushioned rear seat with limousine-type 
folding center arm rest, plus high, rolled head rest, assures hours of 
relaxing comfort on the longest flight. Four individual side ash trays, 
recessed arm rests, soothing upholstery colors bespeak thoughtful 
planning for you. You'll always ride comfortably in a Ryan Navion. 

New! INSTRUMENT AND CONTROL PANELS arranged for easier 
"scanning." Manifold pressure and dampened fuel gauges now in- 
cluded. Panel and gear position lights can be dimmed. Standard panel 
cutouts adapt to gyro installation without costly alteration. New con- 
trol panel features knobs which simulate mechanism they activate for 
positive identification. Partial flap settings and key-ignition are new. 

New! EXCLUSIVE dual FUEL SYSTEM places the Ryan Navion with 
modern airline and military aircraft for dependability. Engine-driven 
vane-type pump provides proper fuel supply under all normal oper- 
ating conditions. An electrically driven auxiliary fuel pump is also 
provided. Pumps operate together or independently. No personal air- 
plane can be flown with more confidence than the 1949 Ryan Navion. 


560 FT TOTAL 875 FT, 











ufing auxiliary fuel tank) 

RANGE UP TO 800 Ml.) 

in the roomier, 
for 1949! 

TO THOSE who would take to the skies this year, we proudly present the new Ryan Navion. 
Luxury-liner in the personal plane field, it is a thoroughly proven postwar airplane. . .now, 
even more versatile and powerful than ever before. Now, even faster, roomier, more comfort- 
able. We invite you to see the new, 1949 Ryan Navion soon. Check its 29 new features for '49. 
Compare it "against the field." You are sure to agree that this year "It's Ryan Navion Again." 

New .'more accessible, roomier luggage space. Even easier 
to load luggage! Just fold forward one or both of the hinged rear seat 
backrests! Want to work while flying? Your portfolio is at your finger- 
tips. Auxiliary tank (optional equipment) is built under rear seat, so 
luggage space is all luggage space. You can carry up to 180-lbs. in 
the 20-cubic-foot compartment . . . that's eight men's two suiter bags! 

New! POWERFUL VHP RADIO adds the ultimate touch to worry- 
free, fatigue-free flight. VHP transmitter covers 6 channels: assures 
instant contact at distances up to 100 miles while flying at 10,000 ft. 
Clear, reliable reception of standard broadcasts, four-course ranges, 
marker beacons. Standard tower frequency clearly marked on dial. 
You "get through" while sending. High fidelity reception is assured. 

New/ VENTILATING AND HEATING SYSTEM provides living room 
comfort. Still more draft-free fresh air is now channeled to every 
comer of the cabin. Ryan exhaust system specialists have designed 
an efficient combination heater-muffler which is now standard equip- 
ment. Engine noise in cabin is materially reduced. Simple temperature 
controls keep the '49 /?.va/! A'a V70/I cabin "just right " for every occupant . 

New/ perfected "all around" sound insulation cradles the 
Ryan Navion cabin in a thick blanket of noise and heat-repelling 
Thermo-Cousti Fiberglas. This insulation material is all-around . . . 
on canopy, cabin sides and firewall . . . shuts out both noise and heat. 
Engineexhaust is nowmuffled, and discharged under the wing. Thicker 
windshield deadens propeller noise ; Plexiglas filters out sunburn rays. 



25. NEW 205 H.P. ENGINE 






Big / Rugged / Fast / Safe and Easy-to-Fly 

Ryan Navion offers Plus Features which make it 

America's outstanding business and personal plane 

MORE ROOM. Exclusive Ryan Navion canopy rolls back a full I'^i-h. 
to provide easier entrance and exit for both front and rear seat pas- 
sengers. . . there's plenty of head room for all . . . you can conveniently 
change seats in flight if you wish. And the generous cabin accom- 
modates four big people comfortably . . . with lots of room to stretch 
out and relax. Front seats adjust to individual requirements. Can- 
opy locks partially open for best ventilation on ground. For half-ton 
cargo, three seats are quickly removed: canopy can be slipped off. 

MORE SPEED— MORE PERFORMANCE in the more versatile more use- 
ful new Ryan Navion .. .fast, "big plane" cruising even in rough air 
without sacrificing safety and comfort . . . short, smooth landings and 
quick take-offs when fully loaded, even from improvised or high al- 
titude fields. You get there three times faster than by surface travel... 
at costs comparing favorably with your automobile. Owners say,"No 
other plane combines so well, such an intelligently chosen and well- 
engineered combination of features as the Ryan Navion." 


RUGGED CONSTRUCTION. Rhino-tough heavy gauge all-metal skin 
that's dent and wrinkle resistant for unsurpassed durability and 
structural integrity. . .for easy maintenance and permanent beauty. 
Rugged tricycle landing gear features oversize wheels and tires, husky 
deep-stroke hydraulic shock absorbers. Wide wheel tread, powerful 
equalized hydraulic brakes and big, steerable nosewheel make for 
easy ground handling... large, slotted, full-deflection flaps for short, 
pillow-smooth landings on rough fields even in strong cross winds. 

SAFE, EASY-TO-FIY. Patented, inter-connected ailerons and rudder 
give selective, "two-control after take-off". .. your Ryan Navion 
literally flies itself over long periods. Gentle and well behaved, the 
amazingly stable Navion "forgives" most anything short of fool- 
hardiness. Smooth riding, always . . . positive, yaw-free, directional 
stability. The stall- resistant wing gives full aileron control even below 
stalling speed for maximum safety in slow flight and landings. 
Seven big windows wipe out blind spots ; give wonderful visibility. 

FLY . . . AND BUY. . . THE '49 NAVION NOW! Discover the comfort, confidence and 
satisfaction that comes with a Ryan Navion. 'Write Ryan Aeronautical Company, San 
Diego, California. Arrange to take your next business trip FREE. No obligation. 

Available in four new, still more beautiful colors v^ith harmonizing interiors. Fine synthetic 
enamel finish is completely corrosion-proof; stays beautiful and insures low maintenance cost 






(Continued from page 1 ) 

which ran out of gas and made emer- 
gency landings — even a B-24. About 100 
miles out of Tymaco, Colombia, nearest 
airport, the weather turned bad and I had 
to sneak along the coast through rain and 
fog at 300 ft. altitude the rest of the way. 

"Passing the Equator, my last stop was 
Guayaquil. Here I rested and checked my 
motor, changing oil and refilling the shock 
absorber with air. It was good I had with 
me a fire extinguisher, which is also a tire 
inflator because there weren't many places 
where I could get air, and when they had 
air there wasn't enough pressure. 

"Left Guayaquil at daybreak and fol- 
lowed the coast to Talara, airport of entry 
to Peru. Here I got the cheapest gas of the 
whole trip — about 10 cents a gallon." His 
next stop was Trujillo, Peru, and here Dar- 
del came nearest to grief of anywhere on 
his trip. 

"At Trujillo, I landed on a beautiful 
runway, but no gas was available there. So 
I took off again and went to another air- 
port, which was just a plain gravel field. I 
think any other plane than a Navion 
would have broken the landing gear, but I 
made it without trouble. To be honest, the 
Navion made it, not me!" 

Most exciting part of the trip came af- 
ter Dardel left Antofagasta, Chile. 

"I left Antofagasta by sunshine, but 
the further south I went the lower went 
the overcast — and me too. Finally I flew 
at about 30 ft. in rain and fog, buzzing 
along the coast, missing islands by a couple 
of feet. After I got scared enough I headed 
west into the ocean and up through the 
overcast, praying the motor would con- 
tinue to work." 

"At about 8,000 ft. I was on top, but 
where I was exactly I did not know. So I 
flew the course indicated by my Lear radio, 
thinking all the time how I would make a 
let-down through that overcast, knowing 
that underneath were mountains. Sud- 
denly an open valley was ahead of me — 
and thank God it was the valley with Val- 
lenar in it, the airport where I had in- 
tended to land. Sometimes it is a wonder- 
ful feeling to stand with your feet on the 

"From Vallenar I flew straight over 
mountains and valleys at 10,000 ft. alti- 
tude to Santiago de Chile. After talking 
with two Zonda pilots from the Argentine 
Airline who offered to stay in radio com- 
munication with me while flying over the 
Andes, I left Santiago about 30 minutes 
ahead of them and climbed to 15,700 feet 
at the entrance to a valley through the 
Andes. The highest part of this valley 
is the Pass La Cumbre at 11,000 ft. Be- 

fore and after this pass the valley is very 
deep and narrow. There are six turns of 
about 60 degrees each, and it's better not 
to make a false turn because the moun- 
tains all around are high and close. On the 
bottom of the valley is a railroad track and 
a highway to follow. 

"Actual time in those mountains was 
only 40 minutes. After the last turn of 
the valley the Argentine pampas was in 
sight. Hurray! I made it! It was the same 
day, just one year ago, that I had had my 
first flight instruction at Del Monte Avia- 
tion in Monterey, California. 

"Next morning, in Buenos Aires, I 
landed at AeroParque, the airport in town, 
and was met by some friends and Mr. 
Daniel Tiphaine and Mr. Rogelio Tiphaine 
from the Tider S.R.L., Ryan Navion Dis- 
tributors in Argentina, who sold me my 

"On the trip down gas was available 
everywhere, but mostly at 91 octane, not 
80. I had to pay my bills most of the time 
in dollars. Credit cards were not necessary. 
It was good to carry my own oil supply, 
because 100 weight oil was not available 
anywhere. My Lear transmitter was a 

great help. The stations stand by mostly 
on 3105 Kc, the PAA Stations on 2870. A 
great help, too, was the U.S. Air Force ra- 
dio facility chart for South American 
area, showing all transmitting and receiv- 
ing frequencies." 

For benefit of others who may wish to 
make the same trip later, Dardel notes fur- 
ther that American World Aeronautical 
charts which he used on the trip were 
quite exact. Weather reports, he com- 
mented, were most of the time correct. 

"When I left the States," Dardel said, 
"I had a total of only 195 hours flying 
time, but the trip seemed very easy to me. 
I left San Diego, California, 16 days be- 
fore my landing in Buenos Aires. I flew a 
total of 13 days and logged 68 hours flying 
time over a distance of 8,400 miles. I did 
not have any trouble with my Navion 
during the whole trip and on the 100-hour 
inspection in Buenos Aires nothing was 
found damaged on my airplane!" 

The impressive jaunt ended on an addi- 
tional happy note. 

"The whole trip," Dardel summed up, 
"including gas and hotel bills, cost me 
only $390!" 

New Flader Turbo-Jet Engine Small, But Powerful 

Resembling a stove pipe about six feet 
in length, but capable of pow^ering a 
medium weight executive airplane at 
250 m.p.h., a new light-weight turbo- 
jet engine J-5 5, designed by Frederic 
Flader, Inc. for military purposes, is 
now^ under production for the U. S. Air 
Force. Flader is one of the firms for 
■which Ryan's Metal Products Division 
builds jet engine parts. 

The engine exerts an imposing 
amount of thrust for its size, being 
rated at 770 thrust lbs. at take-off and 
700 lbs. cruising. Of gas-turbine design, 
the J-55-FF-1 handles 15.4 lbs. of air 
per second at a compression ratio of 
2.85 at sea level for static thrust. It 
cruises at about 26,000 r.p.m. w^ith a 
tailpipe gas temperature of 1170 de- 

Some idea of its practicability for 

commercial planes and special purpose 
aircraft is seen in its low^ net w^eight of 
3 00 lbs., including basic engine, shortest 
standard tailpipe, starter, fuel pump 
and engine controls. One model shows 
an overall length, with standard tail- 
pipe, of 79 in., overall diameter of 
15.75 in., and exhaust cone diameter 
of 8.7 5 in. — a set of dimensions of inter- 
est because of the claim made for it 
that, if released for other use by the 
military and found practicable for com- 
mercial planes, it could increass present 
cruising speeds for a 5-place plane by 
about 100 m.p.h. 

Aero Digest magazine recently dis- 
cussed this engine briefly, stating that 
its size and performance suggested that 
it was designed primarily for use in con- 
nection with the Air Force's important 
pilotless aircraft program. 

We Fly Navions 

'RED' FODREA, ACCOUNTANT for the Martin Construction Company in Idaho, be- 
lieves he has the prize example of a business airplane saving valuable time. By Navion, 
he gets from Stibnite, Idaho, to Boise in 55 minutes. Winter driving between the two 
places takes him 32 hours. 

"WE WOULD LIKE TO GO ON RECORD that we are highly satisfied with the 
Ryan Navion we purchased from Pretoria Light Aircraft Company in South 
Africa. We especially like its performance and economical operotion, and find 
it most suitable for charter work. We strongly recommend the plane to private 
and commercial owners." This is an excerpt from a letter written by Rhodoir 
Charter Services of Bulawayo, Southern Rhodesia, which expressed complete 
owner satisfaction after 350 trouble-free hours. Vic Diamond, Managing Direc- 
tor of Rhodoir, says his pilots operate the Navion from the most unbelievable 
fields in the Southern Rhodesian bush. The pilots declare that had they not been 
flying the Navion, they wouldn't even have attempted some of the landings 
they've made. 

FLYING ICE CREAM MAN Henry Hancock, Orlando, Florida, carries three cartons of 
cold bricks and ice cream on his commuting flights between Columbia, Mississippi and 
Orlando. "This way," Hancock soys, "my friends and family always appreciate my 


GOOD, GODFREY! An honor he well deserves was awarded 

lost month to that popular Ryan Navion-owner, Arthur God- 

l IK. 19^^ frey. During a nation-wide broadcast, the National Flight 

I •I'V'^M System presented him a gold cup for being the private pilot 
K ""^rii ml *'^° '^"^ ^^^ most during the post year to promote personal 
H yffe'^ -7 fl'/ing in America. Said Godfrey, in accepting his trophy 

II ''^-?**7 from Notional Flight's President, Dick Powell, another 
Navion owner: "The education and very lives of our children 

are being influenced by aviation. It is important that all of us take steps now 
to acquaint ourselves with the flying phase of America's future way of life." 

"135 MILES ON 4.5 GALLONS OF GAS, and I con do it again!" J. Ernest Bertrand, 

Oakley, Kansas, sent the Ryan Reporter this Christmas reminder of the record he 
established with his Navion in the Flying Farmers Efficiency Race held at Hutchinson, 
Kansas. Bertrand's closest competitor used 6.5 gallons for the distance. (Ed. Note: 
Further evidence of the amazing economy to be gained from efficient flying and taking 
full advantage of the breaks.) 

how close the operating costs of your Navion compare with figures compiled by 
the factory? W. E. Wells, Porkerford, Pennsylvania, did, and went to work 
making a detailed cost study of the first 176 hours put on his Ryan .Navion. 
His per hour figures for gasoline, oil, and maintenance, and those prepared by 
Ryan statisticians compare as follows: Wells, $5.28; Ryan, $5.20. 

SANTA CLAUS, CALIFORNIA, is a real community founded by a retired contractor 
known to his neighbors as "Santa Clous" Auger. Santa purchased a Navion last sum- 
mer, appropriately painted it crimson, and this year flew to various Southern California 
communities to appear at children's Christmas parties. 

"FARMERS NOTICE THINGS LIKE THIS," says a flying farmer who wrote us an 
eye-witness report of how the 8 Navions tied down at Dodge City, Kansas, held 
their ground without injury during a 75 m.p.h. gale which struck that city this 
winter . . . "The windstorm thot struck Dodge City — where Texas, Oklahoma, 
ond Kansas Flying Farmers were meeting — sold some Navions. Out of 95 air- 
planes tied down, most that weren't actually damaged (16 were) were jostled 
around by the wind. You could see the changes in their tie-down positions. But 
as for OS I know, not a Navion moved. Most Flying Farmers agreed that the 
Navions would have withstood the wind with only the brakes set and no tie- 

TAKES A LOT TO KEEP A GOOD MAN DOWN . . . Even a broken shoulder doesn't 
prevent Dick Graves from using his Navion to fly back and forth between Boise, and 
his home in McCall, Idaho. He pilots from the right front seat, using his left hand! 

pany uses o Navion as regular transportation. Brothers Bill and Dick Cline pilot 
the plane, and their dad, W. S. Cline, is ar\ enthusiastic passenger. Bill reports 
that the Navion comes in extra-handy for checking on cattle in pasture, as well 
OS showing them while there. So accustomed ore the steers to getting "coke" 
thrown to them by Bill and others in the Navion, they eagerly run up to the 
plane whenever it lands, thereby providing the buyers inside an excellent close- 
up look at them. 

DIXIE BROADCASTING SYSTEM, New York City, owns a Navion which is used by 
executive John Perry, Jr. The hord-working plane makes at least twenty business trips 
a month on routes that reach out all over the country. The Dixie people are high 'in 
their praise of the Navion as an advertising medium and a life-saver in emergencies. 


"In Mexico, we find that one hour's 
travel in a Navion is worth seven hours 
by car." 

With this declaration, Luis Norona 
Torres, Chief Pilot for the Comision Fed- 
eral de Electricidad, Mexico's national 
power authority, begins his description 
of the advantages of operating a four- 
place plane like the Ryan Navion in his 
mountainous country. 

This twenty-year veteran of some of 
the world's toughest flying points out 
that where aircraft manufacturers in the 
United States calculate their four-place 
planes are roughly three times faster than 
the automobile, in Mexico where high- 
way travel is much more arduous (and 
frequently impossible), the multiple is far 

"As a matter of fact," Norona advises, 
""in such places as the vicinity of Lake 
Catemaco in Vera Cruz State, where the 
Comision is going to build a huge power 
plant, the one-to-seven figure is an ex- 
tremely modest one. To reach the Lake 
from the next town, Tlacotalpan, I need 
only twelve minutes in a Navion. The 
only other way to get there is by horse. 
That takes two days, not counting time 
lost when your mount sinks in swamp 
up to his belly two or three times. 

"'Then, on the Yucatan Peninsula, you 
either fly from one side to the other, or 
don't cross at all. A giant jungle, teem- 
ing with lions, reptiles, massive taran- 
tul.-c and wild boar, rises as a barrier 
between one coast and the other. 

(Continued on next page) 

(Continued from page 10) 

"Similarly, from the southern coastal 
states, the only route to Mexico City is 
the air one. When you live in those 
states, you either fly or stay at home. 

"And in the important states of Chia- 
pas, Tabasco, Oaxaca, Guerrero, Quin- 
tana Roo and Michoacan, there are prac- 
tically no vestiges of passable highway. 
A plane is just about the only transpor- 

Noroiia pilots the Comision's all-metal 
Ryan Navion to points all over the Re- 
public from its base at the Municipal 
Airport in Mexico City. 

The plane's principal use is transport- 
ing electrical engineers and other execu- 
tives and employees of the Comision. 
Various contractors working on electrifi- 
cation projects are also flown. 

The manner in which the Navion per- 
forms on typical take-offs from its home 
base at Mexico City continually fortifies 
Norona's confidence in the plane. When 
taking off from the 7,300-foot high air- 
port with four passengers, the Navion 
climbs over a surrounding 10,000-foot 
ridge within 1 J minutes. 

"The advantage of its 150 mile per 
hour speed wasn't the only reason we 
selected the Ryan Navion," explains No- 
rona. "In Mexico, we nearly always fly 
at a minimum of 8,000 feet, frequently 
going up to 1 5,000 and more to get out of 
the basin of the country's central plateau 
or fly over the weather. With its 15,600- 
foot service ceiling and excellent high 
altitude performance, the Navion is the 
plane that best meets our needs." 


Romping home first among the larger 
departments of Ryan Aeronautical Com- 
pany in last month's safety competition, 
Manifold Assembly Line-up and Jig de- 
partment demonstrated conclusively that 
it has ( 1 ) workman "know-how" and a 
spirit of cooperation plus (2) good ruper- 
vision. Its 130 workers reported only 72 
first aid cases and lost but 36 man-hours 
during December for a flossy average of 
only 1.56 hours lost per 1,000 man-hours 

Electrical Maintenance department es- 
tablished a mark of 1.01 man-hours lost 
per 1,000 worked to lead all departments, 
but had only 17 employed compared with 
the 130 men and women in Manifold 

Grand totals for the entire plant 
showed an average of 2.47 man-hours lost 
per 1.000 worked with a total of 1105.5 
man-hours lost. 

Supervisors Joe Love and Cliff Scates, 
and their group working with them were 
credited by Plant Safety Engineering for 
conscientious adherence to safety regu- 

With Men Who Sell Navions 

OFFICIAL PRESENTATION OF THE 1949 RYAN NAVION will highlight the first 
annual meeting of Ryan Navion distributors in San Diego, February 28 and March I . 
In addition to seeing the wraps lifted off the new model, distributors will discuss the 
entire sales and service picture during their two-day stay at the factory. Outstanding 
personalities from the Ryan Navion progrom have been lined up to spark the conclave, 
so that every distributor may go home with new ideas as well as his new demonstrator. 

tion, Jon Holl, Frances Longford and Robert Young's 

direct-factory dealership in Santa Monica, California, was 
recently awarded an exclusive contract as supplier of 
rental aircraft in two categories to CAA personnel operat- 
ing out of the Authority's 6th Regional Headquarters 
(Region covers California, Arizona, Nevada and Utah). 
West Coast aviation publications report that this is the 
first time contracts in both Categories I (2-passenger 
planes) and II (4-or-more passenger planes with cruis- 
ing speed of 130 mph or higher) have been awarded to a single contractor 
within the region. 

WOMEN SELL RYAN NAVIONS, TOO. No slight is intended the ladies by the title of 
this column. The outstanding part which women are playing in Ryan Navion sales and 
service is well recognized. Here are just a few of the feminine standard bearers: 
Cloro E. Livingston, owner of Dorado Airfield, Dorado, Puerto Rico; Elynor Rudnick, 
owner of Bokersfield Airpark, Bokersfield, California; Tereso McEwon, office whiz for 
Toth Aircraft, Kansas City; Frances Nolde, publicist for Aviation Consultants, Read- 
ing, Pa.; and Pat Potemon, Ryan Navion ferry-pilot deluxe. 

DANIEL TIPHAINE, MANAGER OF TIDER, S.R.L., Argentine distributor, visited 
the Ryan factory lost month as part of an extended business tour around .the 
U.S. Bringing the latest news from his port of the Americas, Tiphaine told Ryan 
Export Sales Coordinator, William Brotherton, "The Ryan Navion is the plane 
for Argentina. Most of our people are in some way engaged in ranching, where 
operations from rough fields are the rule rather than the exception." 

FOR DIRECT MAILING TO BUSINESSMEN, Jim Hobstetter, Southern Ohio Aviations 
go-getting president, is planning a special reprint of several hundred copies of the 
travel Analysis section of the Ryan Navion Sales Kit. Jim believes this particular sec- 
tion "hits the economic aspects of business air travel right on the button." 

SERVICE THAT LIVES UP TO THE NAME has been assured Navion owners in 
the territories of Page Aviation Service, Polo Alto Airport, Thunderbird Aviation 
Corp., Morgan Gr Waltz, John B. Rudy Co., and Clover Leaf Aviation, who sent 
representatives to the opening session of the current series of Ryan Navion Ser- 
vice and Maintenance classes at the factory. L. D. Wilborn, Wm. B. Freet, John 
King, Federico P. Guerrero, Quote Dodson and Warren Johnson, respectively, 
carried the colors of these organizations during the week-long period of class- 
room study and production line instruction. 

BOB HEWITT, FRANK KANE, BILL MARTIN and other Mallard Air Service execu- 
tives invite everyone in the Ryan Navion organization to visit the Notional Sportsmen's 
Show being held in New York the latter part of February. They've worked hard to 
make the Ryan Navion Exhibit the Show's outstanding feature. Dates for the Show 
coincide with the unveiling of the 1949 Navion at the Distributor's Meeting in San 
Diego, and the Mallard promoters have made "29 Major Refinements in '49" a key- 
note of their participation in the sportsmen's celebration. 


service policy followed by General Aeronautics, Fort Worth, 
Texas. Says Les Bowman, president of this top-selling dis- 
tributor for 1948, "After 14 months experience with the 
policy in practice, we find that the Navion is the only plane 
in America to which we could adapt this procedure, and be 
accurate enough to hold our prices constant and be assured 
of a fair profit." 

WHO'S AN OLDTIMER? A chance glance at a 20-year old file copy of the magazine. 
Air Transportation, reveals that the 1928 list of Ryan Airplane Distributors included 
Rankin Flying Service, Portland, Oregon. This company was, as you've probably judged, 
the forerunner of Rankin Aviation Industries, current Ryan Navion distributor, still 
going strong in that same area. 

THEY'RE NEITHER TOO YOUNG NOR TOO OLD ... to travel in a Ryan 
Navion, that is. The John B. Rudy Co., direct-factory dealer in Glendale, Cali- 
fornia, proved the truth of this lost month when they gave Mrs. Jomimo White, 
91, her first plane ride. Mrs. White, grandmother of Dick White, (purchasing 
agent for the Rudy Co., took to Navion travel with hearty enthusiasm, it is 
reported. A hatful of favorable newspaper publicity was showered on the Rudy 
Co. for this sharp piece of promotion. 


shown in front of one of the Army'^s sturdy Ryan Navion L-17B liaison planes with 
T. Claude Ryan, President of the Ryan Aeronautical Company (left) and Sam Breder, 
Sales Manager (right), are Lt* Col. Arthur Anderson, Army Field Forces Representative; 
Major Charles Haydocky visiting Pentagon inspector, and Major Richard Long, Field 
Forces, Wright Field, Ohio. Recent deliveries to the Army were part of an order of 163 
military Ryan Navion airplanes purchased through the Air Force for the Army Field 
Force and National Guard, 







(Continued from page 5) 

This busy executive who heads an oil 
company and owns warehouse properties 
in addition to his ranch responsibihtics, 
looks upon this year's all-time harvest as 
the natural outgrowth of his long effort 
to successfully utilize airplanes in busi- 

He now believes that his 1948 harvest 
record speaks for the high degree of util- 
ity he has obtained from his aircraft. In 

his Ryan Navion — his eighth and favorite 
plane — he thinks he's found a post-war 
airplane designed with the combination of 
safety, performance, and ease-of-operation 
which must be incorporated into a piece 
of ranch equipment. The Navion is versa- 
tile enough to do the rough work that 
goes with harvesting and provide com- 
fortable transportation for daily business 
trips to metropolitan business centers. 


That graceful concrete structure which 
has been a-building these many weeks on 
the strip of filled land between Navy's 
Sonar School and the U. S. Coast Guard 
across from Ryan's northerly domain will 
be headquarters for San Diego Section, 
Institute of Aeronautical Sciences. Aside 
from main quarters in New York City, 
only one other such I.A.S. building exists, 
although Los Angeles is busy putting one 

The Institute of Aeronautical Sciences 
is a national organization facilitating in- 
terchange of technical ideas among aero- 
nautical engineers here and abroad. Mem- 
bers of the Institute include some of the 
keenest minds in the country. 

Ryan people are prominent in the San 
Diego Section. William T. Immenschuh, 
project engineer of the current Navy 
Confidential undertaking, is Correspond- 
ing Secretary and member of the Execu- 
tive Committee. Earl D. Prudden, vice- 
president, is a member of the I.A.S. Ad- 
visory Management Committee. Richard 
P. White, Ryan engineering department's 
structures head, is Chairman of the Mem- 
bership Committee, and Joel M. Whitney, 
aerodynamics section, serves on the Con- 
tributors Committee. 

The $165,000 building, financed by 
local aircraft companies and the Fleet 
Foundation, will seat 3 50 persons. Fa- 
cilities include auditorium, library, lecture 
room, kitchen and dining room, lounge, 
stage and projection room. Completion is 
scheduled for March 1. 






'^Um^^^^^ ^ ^^^i 


[^". ^. ""^'p 








^^^^^HK_/^Kff^^ a ^^^H| 




■ '//MM 






Elmer C. loii Glahn receives plenty of barieil lime iisshlaiiee from these TiiLtie L.ike Basin neighbors and their \.i. ^oi^>. iivi;. i. .... ... :.,s.'j/ 

are oivners: Percy Whiteside, Mrs. Whiteside, Wesley Hansen, von Glahn, L. A. Hansen. Phil Hansen. Clyde Sitton. Harold Dyer. L. B. Hill. 
Everett Salyer, Bert Huff, and Mrs. Huff. Six of the hard-working planes are in the air almost constantly when harvesting is at its peak. 
Represented in this group of Nation owners are a publisher, petroleum operator, trucking firm owner, machine shop manager and seieral 
ranchers. Percy Whiteside, owner of the Corcoran, California. Airport, where this picture was taken, points out. "Nine Navions in our com- 
munity of 2,S00 means there is one for every 300 people. That's real Naiion concentration." 



Terrific engine speeds und unusual operating conditions are 
expected in jet engine static testing for some of Ryan Aeronau- 
tical Company's projects this year. A new concrete and steel 
test cell, designed by William T. Immenschuh, project head, 
and Charles Rose, both of the Ryan engineering department, 
has just been completed. Work began in November. 

Among a host of special design features are steel doors so 
hinged that they can be automatically closed, in emergency, 
from within the test cell instrument room. Fire-fighting equip- 
ment includes 10 extinguishers which can be released in salvo 
or all at once. Fuel is piped into the operating area from drums 
outside the building. 

Located near the older and smaller conventional test cell at 
the northeast corner of the company property, the new struc- 
ture embodies latest safety/strength factors. Walls are of 12- 
inch reinforced concrete throughout except where turbine 
wheels and compressors will be affixed. Here the concrete is 
18 inches thick and covered by a steel plating 1-inch thick. 
Glass observation windows are bullet-proof and 1-inch thick. 

Affording little bint of the complex facilities iihich haie been 
incorporated jvithin the interior is this photo of the neiv Ryan 
concrete and steel jet engine test cell during construction. 





(Continued from page 7) 

Schulte divides his team into two groups, 
one for maintenance and one for construc- 
tion. He has (>7 workers of varied skills in 
his force. 

One of Plant Engineering's most impor- 
tant jobs, Palmer believes, is preventive 
maintenance. "The heat treat furnaces 
used to give us headaches," he explained. 
"The burners in the furnaces would go 
along fine for awhile, then drop off inches 
back from the tip. 

"This would allow flame to burn 
through the insulation, causing material to 
melt down so that the fire would then 
burn through the sides. Rebricking would 
be required, an expensive process, since a 
complete rebricking job costs as much as 
$2 500. The solution? Just a simple but 
rigid set of checks and inspections. Since 
we began them, we haven't had any fur- 
nace damage whatever, other than normal 
wear and tear." 

A card system has been set up in each 
department for routine, repetitive main- 
tenance checks. Everything requiring spe- 
cial care or likely to fail suddenly is given 
regular attention. Card indices are simpli- 
fied, however. Palmer feeling that too 
much paperwork would hamper true econ- 
omy. A complete index of all shop and 
office equipment and furniture is main- 
tained, since the department is charged 
with purchase or construction of most of 
the plant's equipment. Whether you're 
working on a hydraulic press or at a type- 
writer. Plant Engineering will " have your 

In addition to Mechanical Maintenance, 
which handles the big "moving day" jobs, 
the Plant Engineering department includes 

the Carpenter and Box shop; Electrical 
Maintenance; Automotive Service and 
Janitor Service. 

Ryan products must arrive at their 
destinations in good condition and ready 
for service. To help insure safe delivery 
the Carpenter and Box Shop turns out 
hundreds of containers each month, using 
an average of 8 500 board feet of Ponderosa 
pine and 2 500 feet of Tek-boarding each 
week. To make the multitude of boxes, 
large and small, and to construct the 
tables, benches, desks, platforms and bins 
needed at Ryan, assistant foreman Ed. W. 
Carson has what he flatly declares is "the 
best gang of workers in the plant." 

Like all craftsmen, his carpenters enjoy 
their varied tasks; work to close tolerances. 
"On one set of wood blocks," Carson said, 
"the carpenter was finishing to 1/100 of 
an inch." 

Another Ryan plant engineering service, 
which runs so smoothly its excellence is 
taken for granted, is Electrical Mainten- 
ance. Led by Charles H. "Whitey" Lehton, 
the 17 men of this group work in multiple 
shifts to keep all electrical functions of 
the plant operating efficiently. There is 
plenty for them to do. Miles of wiring, 
most of it in overhead conduits, lace to- 
gether the dozens of plant divisions, sup- 
plying both power for machines and light 
for vision. One thing Lehton will tell you: 
that lighting in the Final Assembly build- 
ing which may give you a bilious appear- 
ance comes from mercury-vapor lamps, 
which afford one of the most efficient 
forms of lighting. 

Old-timers in the section include Cliff 
Whaley, Bill Salmon, Frank Elliot. H. H. 
Solomon, Archibald "Scotty" Robb, Don 
Toby and Clarence Furbish. Trouble 
shooters are ready on any shift to replace 
fuses or repair electrical damages, second 

shift electricians handling all routine bulb 
replacements and minor details. Cliff 
Whaley, with Ryan since 1940, is in 
charge of electrical supervision on Ryan's 
new, highly technical spot welding equip- 

When Ryan customers find a smart 
looking station wagon at the airline ter- 
minal to meet them, or Ryan products be- 
gin their outward journey, vehicles from 
Automotive Service can be relied upon. 
C. R. Arrowsmith, assistant foreman, and 
Milt Johnson, lead-man of the 4-man day 
shift, treat their trucks and cars of the 
highway equipment group with tender re- 
spect due high priced horsepower. Trucks 
vary from 6/2 -ton 3 5 ft. semi-trailer to 
'/4-ton pickups. Other vehicular equip- 
ment includes automotive car-loaders, 3- 
wheel Buda "chore-boys," putt-putts, a 
big "cherry-picker" crane, and even a 
rugged tractor. Every service from engine 
reboring to fender repair is available in the 
completely equipped garage. 

Most of us are impressed by obvious ac- 
complishments of mechanical mainten- 
ance experts or baffled, perhaps, by the 
sleight of hand of electricians. We'd be dis- 
tinctly unhappy, however, were we to be 
neglected by Walter Russ and his 26 co- 
horts of the Janitor Service section, who 
are on the job night and day. In a plant 
the size of Ryan Aeronautical Company 
the janitor service comes on a large scale. 
Take hand towels, for instance. Stretched 
out in one long roll, the paper towels used 
at Ryan each month would allow you to 
dry your hands from San Diego to San 
Francisco. Ryan's janitors are always on 
the lookout for ways to provide better 
service at lower cost. Example of jani- 
torial thrift: Russ re-threads all worn 
broom and mop handles and has bought 
nary a new one since taking his post. 


On The Side Lines 

ord, Ryan vice-president, snagged an- 
other billiard victory recently in a San 
Diego Club Monday Night Rapid-Fire 
billiard 3-cushion tournament, defeating 
fellow Son Diego clubman Hilary Klingen- 
smith I 3 to 12 in what the club's maga- 
zine "San Diego Club Life" described as 
a "bang-up game." Woodard's billiard 
prowess, sharpened in months of con- 
sistent club play, will be put to test in a 
forthcoming SDC annual round-robin 

WINNERS. Potricia Dew and Lucille 
Croddock, both of the Metal Products 
soles office, proved they know how to 
coll spade a spade and make it stick 
for small slam when they powered in to 
tie for third place in Son Diego's Indus- 
trial Bridge tournament recently. 

Their score in the duplicate contract 
matches was 253 '/2. Closeness of play 
throughout was indicated by the fact that 
the winners scored only 259 and the sec- 
ond place team 257. Games were grouped 
in rubbers, ten each over two nights' com- 

IN THE BASKET. They may be rock- 
ing along at the bottom of the heap this 
season, but you can bet your lost frayed 
shekel that the Ryan Aeronautical Com- 
pany's entrant in the Son Diego city bas- 
ketball league has never quit fighting for 
moment since the first game. If you like 
hard-fought cage gome, be sure to drop 
in at the Municipal gymnasium in Balboa 
park some Monday evening at 9 p.m. be- 
fore March 14, end of the season. 

Rating a big hand for their persever- 
ance ond unquenchable spirit ore Joe 
Basson, manifold; Bill Dungon, sheet 
metal; Jerry Lowe, tooling; Cem Long, 
shipping; Hardy Paine, dispatching; 
Amundo Arais, receiving; Dick Rand, 
inspection; Hank Carvojel, wing; Jock 
Chappel, machine shop; Rudy Nova, 
wing and H. E. "Spike" Adams, shipping. 

BOWLERS. Competition sharpened 
among the 16 teams entered in the Ryan 
Winter Bowling League after the distrac- 
tions of the holiday 
season were put be- 
hind. The "Friendly 
Five" squad led going 
into the lost week of 
January, with 
the "Bumpers" gome- 
ly hanging on in lost 

High team gome for 
the season to date was 
'Jets," with high team 
series held by the "Scolywags." Maurice 
Clancy was tops with high individual 
game and high individual series. Among 
the women bowlers Kay Rizzo and Merle 
Dunfee were tied for best high game 
score, and Hazel Marker enjoyed 1 st spot 
in season's high individual women's series. 
Eloise Hansen, member of the "Bumpers" 
team, brought at least a little consola- 
tion to the squad by taking high indi- 
vidual series for women for the week end- 
ing January 24. 

rolled by the 

Team rosters in order of January stand- 
ings include: 


Clip J. Quinn, Edward Frank, John Mor- 
quardt, Harlan E. Branch and William C. 

Hazel Marker, Ellen Jorvey, Lucille Kin- 
ner, Grace White and Frances Lone. 

Charles Rice, Earl Keeney, Arthur Tor- 
Q^rsen, Tom Hule and Toby Sandoval. 


Carl Nesbitt, Merlyn K. Deoring, George 
Zwicker, Mellville Payne and Fred H. 

Elmer George, Richard Evilsizor, Rupert 
Evilsizor, Robert Happersberg and Robert 

Floyd Cravens, James R. Roth, James W. 
Bunnell, Floyd King and Maurice Cloncy. 

Louis E. Plummer, Fred Aydelotte, Wil- 
liam Courval, Dennis Miller and Maurice 
W. Hutchinson. 

Jeoffrey Conrad, Paul A. Lane, Ray Mc- 
Collum, John D. Kinner and Urbal J. 

9. E. 0. FIVE 
Dick Volstadt, Ed Baumgorten, Howard 
Ensley, Lou Dunfee and Charles Staup. 

Dee Castoberry, Floyd Beasley, Ernie 
Simonson, Bud Peffley and Joe Basso. 

Ray Antrim, C. E. Long, Ida Clements, 
Herb Louden and Joe McCoy. 

Dot Brunold, Kay Rizzo, Merle Dunfee, 
Charlotte Kiesel and John Bain, Jr. 

Charles Gandy, Bernard A. Moore, Miguel 
Sanchez, Harold Stone and Russell Eckort. 

Beverly Volstadt, Wanda Dougherty, 
Kothey Pepper, Robert Butts and L. D. 

L. G. Cragg, Harry Zuehlsdorf, Robert 
Barry, Emerson R. Akey and Fred Fer- 

Eloise Hansen, Ruth Robinson, Dottie 
Barry, Zito McGee and Mary Cravens. 

AT THE ALLEY. Ryan bowlers ore 
helping keep the bowling alleys in Alomo- 
gordo. New Mexico, warm despite below- 
freezing weather, according to Sam B. 
Beaudry, Ryan project engineer, who 
spent several days in the little town near 
the Hollomon Air Force Base. 

The Ryanites ore anything but clique- 
minded in their hardwood competition, 
and contribute their pin-talents to sev- 
eral city teams. Listed among the olley- 
enthsuiasts ore M. E. Davidson, Sam 
Beaudry, Bob Mawson, Bob Shaver and 
Doug Hounscll. 


(Continued from page 3 ) 

the combustion chamber, so the ram-jets 
must be accelerated by some form of 
booster or aircraft lift to speeds sufficient 
to build up proper operating pressure at 
the intake. This is roughly 300 m.p.h. 

Pulse-jets are simply designed power- 
plants, such as used in the V-1 "buzz 
bomb," in which combustions occur in a 
series of explosions. The combustion 
chamber is filled with air which flows past 
a spring-flap valve. Fuel is injected and ig- 
nited, the ensuing explosion closing the 
valve and driving burning gases out rear 
nozzles. As pressure falls off, the valves 
reopen and the cycle repeats. 

The term "guided" missile is still vague. 
One definition lists it as a missile which, 
after launching, is directed toward a tar- 
get by other than natural forces. Guidance 
problems are the heart of the entire pro- 
gram, and the nation first achieving a posi- 
tive and practical means of controlling the 
weapons in flight may well dominate the 
international scene. 

"Both the target and missile must be 
tracked," Lt. Col. McCutcheon recently 
wrote in the Marine Corps Gazette. "The 
tracking data must be computed into di- 
rections for the missile, and the computed 
directions must be transmitted to the mis- 
sile and corresponding corrections applied 
to the control surfaces." 

Ways and means for carrying out the 
tracking and control vary, he explained. 
One classification lists four basic systems: 
( 1 ) preset, in which the action of the 
missile is established before launching and 
cannot be changed later, as in the German 
V-1 and V-2; command, in which con- 
trols within the missile are operated by di- 
rections which originate from outside the 
missile, demonstrated by the drone planes 
used at Bikini and more extensively by the 
Navv for target practice; along-the-uay, 
in which the missile carries equipment ca- 
pable of delecting deviations from some 
kind of path or route through space, ex- 
amples of which are shown daily in "beam- 
riding" transport aircraft flights, and 
homing, in which the guided missile pos- 
sesses some ability to fix upon a property 
of the target and follow it. 

A macabre example of "homing" re- 
sulted early in the war in Russia when the 
Soviets trained dogs to get their food only 
under tanks and armored vehicles — no- 
where else. When the habit-pattern had 
been firmly fixed, the Russians strapped 
explosive to the dogs; fitted the charges 
with detonators which would set off when 
any upright metal rod touched the un- 
derside of a tank. Packs of the dogs, so 
(Continued on next page) 



(Continued from page 14) 
equipped, were restrained, until, half- 
starved, they were finally released near 
German tank parks. A more ordinary ex- 
ample of "homing" is the flight of pigeons 
to long-distant cotes. 

Lt. Col. McCutcheon gives an "easy" 
way to determine type of guidance sys- 
tem. He cites the questions: "What is the 
path to the target?" and "What correc- 
tions need to be applied to follow that 

"If both these questions are answered 
within the missile, it is a target seeking 
system," he explains. "If they are both 
answered outside of the missile, either in 
an accompanying aircraft, or a ship or on 
the ground, it is a command system; if the 
first question is answered outside of the 
missile and the second one within, it is a 
course-seeking system." Actual guidance 
of the missile may be considered in three 
general phases: launching, mid-course and 

Launching the missile constitutes an ex- 
tremely difficult problem. The terrific 
heats generated as the rocket forces ignite 
require carefully planned launching areas 
with types of catapult, ramp or rail de- 
signed to suit the particular guided mis- 
sile. The launching site may be a ground 
station, aboard a ship at sea, or on an air- 
plane in flight. Some speculation has even 
been reported concerning stratospheric 
platforms floating beyond the Earth's 
gravitational pull. 

During the war, the Germans brought 
out such devices as the "Fritz-X," an ar- 
mor-piercing radio-or-wire-guided bomb 
which sunk the Italian battleship "Rome"; 
the HS-293, glide-bomb with a six-mile 
range which brought distress to allied 
shipping in the Mediterranean, and a vari- 
ety of anti-aircraft rockets for ground- 
to-air use. 

The United States brought out the 
Azon bomb, a 1,000 pounder of conven- 
tional type with radio-controlled tail sur- 
faces which helped the bomb achieve an 
accuracy about 10 times as great as that 
of ordinary bombs. We also developed the 
GB-8, a 2,000 pound glide-bomb which 
proved useful against U-boat pens; the 
"Weary Willie," a stripped B-17 or B-24 
which was loaded with TNT and guided 
by "mother" aircraft through drone 
equipment; the "Bat," an air-launched, 
radar-homing glide-bomb equipped with 
wings. The "Bat," carrying a 1,000 pound 
warhead, proved most successful of U.S. 
war-time guided missiles and was effective 
against the Japs. 

Whole families of guided missiles are 
(Continued on page 1 6) 

Strictly Personnel 

BIG MOVE. Transfer of two portions of 
fabrication superintendent Herb Rasp's 
sheet metal assembly department has 
been completed. Moved over to the Air- 
plane Division was Sheet Metal Aluminum 
Assembly, while Sheet Metal Stainless 
Steel, the other half, was placed in the 
hands of Ray Ortiz, Manifold Production 

APPOINTED. Another demonstration 
of the leading position attained by Ryan 
Aeronautical Company was afforded by 
appointment recently of James L. Kelley, 
works manager, to the position of vice- 
chairman of the Manufacturer's Commit- 
tee of the Son Diego Chamber of Com- 

One of Kelley's first duties in his new 
appointment was to assist in welcoming 
the distinguished industrialist, James F. 
Lincoln, to San Diego and the Ryan plant. 
The civic honor will not interfere with 
Kelley's duties at Ryon. 

A GOOD SKATE. His name is Helmuth 
"Curley" Richie. He works as a bench 
machinist in the machine shop. His cards 
read: "Original free style rhythmic trick 
roller skating, boogie-woogie or classic 
routine." And if you've seen him perform 
for exhibitions, socials or charity bene- 
fits, you'll likely agree the man is really 
original — and good. 

Richie doesn't claim any "champion- 
ships" in roller-skating. But he does stake 
out claim to unusual techniques in a 
hobby which keeps him supple, alert, and 
above all, amused. He has skated in rinks 
in 30 States across the country, beginning 
his career on wheels in Tampa, Flo., only 
IVi years ago. Richie likes both his full 
time work as a machinist and his hobby 
on hardwood. The maple wheels of his 
skates wear out within five months, he 
estimates, but his shoes go even faster, 
the leather scuffing through on the sides. 

"Might almost call me a rolling stone," 
he admits. "But at least there's no moss 
hanging around." He has been with Ryan 
Aeronautical Company for six months and 
l-hinks the place is tops. Richie formerly 
worked at Ranger Aircraft Co. 

PAYS A VISIT. Leonard Larson, as- 
sistant to the president of Morquordt Air- 
craft Company of Venice, showed par- 
ticular interest in the metal products and 
engineering departments during a recent 
visit to Ryan Aeronautical Company 
plant. Morquordt has called frequently 
upon Ryan for stainless steel products in 
connection with several late jet-engine 

Larson was flown bock to the northern 
plant by William P. "Doc" Sloan, Navion 
soles executive. 

NEW JOBS. Appointment of one new 
assistant foreman for each shift in the 
sheet metal assembly department was an- 
nounced late last month by Herb Rasp, 
fabrication superintendent. 

Emil Magdich is the new assistant fore- 
man for the first shift; Wade A. Stein- 
ruck assistant foreman for the second 

OCEAN CRUISERS. Brief but instruc- 
tive first-hand experience with aircraft 
carrier operations was afforded 1 8 Ryan 
Aeronautical Company members of the 
Institute of Aeronautical Sciences recently 
on a one-day cruise aboard the U.S.S. 
Boxer as guests of the Navy's 1 1 th Novol 
District public information department. 

Among those visiting the big flat-top 
were T. Claude Ryan, Earl Prudden, E. O. 
Baumgarten, John Burgeson, Albert Cor- 
das, Clyde Cordner, William Immen- 
schuh, Robert Johnston, John Loney, 
Stewart Matson, William Occonicof, Rich- 
ord White, Joel Whitney, Melvin Wilson, 
Robert Close, Herman Braosch, Raymond 
Pyle and John Debevoise. 

NO CLAY PIGEONS? An intriguing 
spore time hobby of Don Coates, Ryan 
Machine Shop lead man come to light 
recently when a lucite cose containing 
half dozen attractive, hard-glazed fig- 
urines was placed on display temporarily 
in the Personnel office. Inquiry developed 
that Don knows all 
about figurines and 
glazing and kiln-fir- 
ing and pottery tech- 
niques, having helped 
produce more than 
300 sets of dainty 
original clay minia- 
tures for sole OS on 
t . _ ^ off-hours project last 

During the day Don heads up a first 
shift group of seven drill press operators, 
intent upon machining tolerances and 
shiny metal surfaces. Week-nights, how- 
ever, from 7:30 p.m. until the witching 
hour, he hunches intently as any storied 
elf of Hens Andersen fame over his din- 
ing room table. Brushes and modeling 
knives comprise his working tools; skill 
and imagination fortify his technique. 

"Main differences between cheap store 
models and hand-crafted figurines," Don 
soys, "ore the number of firings, the in- 
tensity of blaze in firing, originality of 
design and artistry of hand-pointing. 
Good china or pottery should hove a 
sonority or "ring" and should be very 
smooth to the touch." 

"How come those little gadgets cost 
so much?" he was asked. 

"Workmanship PLUS," was Coote's 
reply. "That PLUS means four separate 
firings, a fine glaze spray, special plat- 
ing with IS-korot gold, and hand point- 

VISITOR. General Electric company's 
newly appointed Son Diego representa- 
tive, Walter Brees, was a Ryan visitor 
recently, looking over plant facilities with 
Sam Breder, Joe Small, Jimmy Stalnaker 
and Joe Richert. 

Mr. Brees will act as coordinator and 
expediter between General Electric and 
Ryan Aeronautical Company on the new 
multi-million dollar G-E jet engine con- 


This Flying World 

• To save the lives of more than a million starving sheep and cattle on isolated snow- 
bound western ranges, the first "haylift" in history was launched late last month by 
the U.S. Air Force. 

Feed "bombs" of hay and cotton-seed cake were dropped across the blizzard area of 
Nevada in first operations, sixteen Fairchild C-82 "Packets" taking off at ten-minute 
intervals from McLellan Airbase at Sacramento, Calif., against weather conditions which 
brought temperatures as low as 3 2 degrees below zero at Elko, Nev., and 40 below at 


• Aircraft carrier tests of the Martin AM-1 attack plane were successfully concluded on 
the U.S.S. Kearsarge recently, the single engined "Maulers" bringing aboard the heaviest 
concentrations of torpedoes, rockets and machine guns yet incorporated in this type of 
carrier-based aircraft. A group of technical observers from the Navy and the Martin 
company wrere aboard for exercises in v/hich planes from VF-174, regularly assigned to 
Naval Air Station, Quonset Point, R.I., were tested over a period of several weeks. 

The Martin Mauler vi^eighs nearly 22,500 pounds, v/ilh a pay-load of better than 7,000 
pounds for fuel and armament. It has a range of better than 2,000 miles, maximum speed 
of "more than 300 m.p.h." and is powered by a Pratt and Whitney R-4360-4 engine. 

9 British Commonwealth Pacific Airlines recently purchased four Douglas DC-6 air- 
planes specially designed for use on the British company's Trans-Pacific routes. They are 
scheduled to enter service early in March. Comfort of passengers has been highlighted, 
the planes offering 37 sleeper berths among their accommodations for 4S passengers and a 
Crete of nine. 


• Disclosure that for some time "it has been modifying B-29's and B-50's to enable those 
aircraft to be refueled in the air" was made by the U.S. Air Force recently foUowfing pub- 
lication of details of the second non-stop round-trip flight between Fort Worth, Tex., and 
Honolulu. The flight was made by a B-50 bomber of the Strategic Air Command, utilizing 
for the first time on such a hop the air-to-air refueling technique. Elapsed flying time was 
just over 40 hours. 

B-29 type aircraft, especially modified as air-borne fuel tankers, made three refueling 
contacts with the B-50 during the long flight. As a further test, a substantial load of bombs 
was carried to a mid-way point on the trip. More than an hour's fuel remained in the 
B-50's tanks upon return to Ft. Worth. 

• Exhaust systems on the Pratt and Whitney R-2 800-C engines which power the fleets 
of Douglas DC-6 airliners around the world are the first of the jet-thrust-assist-type 
to be used on modern commercial airlines. During the war Ryan pioneered in design and 
manufacture of the predecessors of the present manifolds, then called "spaghetti-stack" 
assemblies, producing them in quantity for Douglas A-2 B's. Ryan also made short jet- 
assist stacks for use on A-20C's, A-20G's and A-20H's. 

Approximately the same thrust as an additional 400 horse-power is reported to be 
added by the new manifolds. The weight of the entire exhaust system for one engine on 
the DC-6 type aircraft is only 112 pounds. 


• "Safety in the Air" is more than a slogan. American Airlines completed on December 
31, 1948, a total of 3,933,000,000 passenger miles without a passenger fatality. Safe pas- 
senger miles flown since the Airlines' last fatal accident, on March 3, 1946, exceeded all 
passenger miles flown in the company's previous 20-year history. 

Pan-American Airways Latin American Division completed a period of 3V2 years in 
which its planes flew almost 2 billion passenger miles without a fatality to passengers or 
crewmen. Their airplanes during 1948 carried 668,622 passengers, plus an estimated 
28,471,422 pounds of cargo for a new record volume. Passenger miles flown during the 
year totaled 554,314,370. 

• Arrangements sanctioning production in Canada of the Fairchild C-82 Packet were 
approved by the U.S. Government in recent negotiations between the Fairchild Engine 
and Airplane Corp. and Canadair, Ltd., Canadian aircraft manufacturer. Representatives 
of the tivo firms met in Montreal to settle final details. {The U.S. Munitions Board stated 
that it interposed no objections to the license agreement provided that the C-S2 is built 
in plants controlled by Canadair, that all sales of the troop transport be confined to the 
United Kingdom, and that precautions be taken to prevent the C-82 falling into hands 
of potential enemies of this country.) 

An additional stipulation that the license not interfere with production of the C-82 in 
this country afforded no difficulty since Fairchild is now busy with the new, improved 
version of the Packet, the C-119B. It has orders for 99 of the latter, at a cost of 



{Continued from page 1 ') ) 

reported under development in industrial 
laboratories under supervision of the 
armed services and the National Advisory 
Committee for Aeronautics. Most are un- 
der strict security wraps, including those 
in aircraft plants, but the "Tiamat," a 
14-foot, 600-pound rocket reaching con- 
trolled sub-sonic speeds, has been described 
along with the "Gorgon," Navy developed 
missile with a seeking head. 

Writing in Flying Magazine, Richard 
G. Naugle, project engineer with the Air 
Material Command at Wright Field, Ohio, 
recently highlighted development of mis- 
siles suitable for launching by aircraft. A 
guided missile, he feels, is extremely dan- 
gerous from the viewpoint of a bomber. 
Smaller, faster than a fighter plane, far 
more elusive, it defies even radar-tracking 
equipment and automatic turrets spewing 
proximity-fused cannon shells. 

Naugle pointed out that guided missiles 
can be built more cheaply than modern 
fighter aircraft, and "operate" much more 
economically. They require only small 
handling crews, and can be launched either 
from aircraft or ground stations on de- 
fense, or from planes traveling at super- 
sonic speeds on offense. Fighters, which 
may not themselves be able even to catch 
a guided missile, can launch the deadly 
objects. The missiles' effectiveness is mul- 
tiplied when hurtled from a plane, its 
range being that of the fighter plus its 
own, with added warhead efficiency. The 
fighter (or bomber, for that matter) 
would act as the launching device, ex- 
tending range and mobility and acting as 
mother plane to guide and control the ex- 
plosive bundle rather than to carry rela- 
tively inefficient machine gun bullets and 
gravity bombs. 

Perhaps the next war will find both 
bomber and fighter planes carrying guided 
missiles. Tremendous problems will face 
the defense forces to enable long-range 
interception and prevent attacking units 
from coming within range for launching 
practically unstoppable missiles. 

The Japs in World War II produced a 
guided missile, but were unable to create 
electronic devices for its control, so were 
forced to rely upon human fanatics for 
steering. Even with so crude a combina- 
tion, however, the Japanese served notice 
with their Baka-bombs and Kamikazes 
that a determined attack with "expend- 
able" aircraft or missiles was hard to stop 
and disastrous in effect. 

Regardless of problems, swift develop- 
ment of the entire guided missile field is 
certain, with all the nations of the world 
pouring wealth and brains into the re- 
search race. 


Shouu above, intently observing 
a ivelding operation ivhile visit- 
ing the Ryan Aeronautical Com- 
pany plant recently, is James F. 
Lincoln, eastern industrialist 
famed for his advanced and high- 
ly successful labor-management 
policies. He is President of the 
Lincoln Electric Co., of Cleve- 
land, Ohio. 


(Continued from page 4) 
the wing of Northrop's rugged "Black 
Widow" night fighter (whose engines are 
equipped with Ryan-made exhaust mani- 
folds) . 

Skilled Ryan workmen turned out the 
deceptively simple looking stainless steel 
aft sections for the Marquardt ram-jet en- 
gine used in the Gorgon-IV. The big Webb 
power roller was used for a series of manu- 
facturing operations in Manifold Assem- 
bly. Joe Love, foreman, followed through 
on the sheet metal work, assisted by G. T. 
Bell, Sammy Gilbert and Joe Basso. 

Ram-jct propulsion of standard-type 
fighter aircraft was demonstrated by the 
U. S. Air Force at about the same time the 
Navy was conducting its test runs with 
the Gorgon-IV. These tests also used ram- 
jets manufactured by the Marquardt Air- 
craft Company, incorporating Ryan stain- 
less steel components. In the Air Force 
tests ram-jet engines provided sole power 
in spectacular flights of a Lockheed F-80 
"Shooting Star," climaxing three years of 

On the historic "Shooting Star" flight, 
ram-jets at the wing-tips were "cut-in" 
and the airplane's jet engine in the fuselage 
shut off after the plane had exceeded 300 
m.p.h. Flames sometimes shot out 30 to 
40 feet behind the wing-tips. 

Both 20-inch diameter ram-jets and 30- 
inch models have been used, the former 
type in the Navy's Gorgon-IV. The 
powerplants contain no moving parts 
other than the fuel pumps, and have ex- 
tremely powerful thrust for their size. 

The ram-jet is capable of tremendous 
speeds once it has been launched or 
dropped into space around the 300 m.p.h. 
mark, at which the "ram" of air is suffi- 
cient for compression. 

What The Other Man Thinks 


(During debates on the Supplemental National Defense Appropriation Act of 
1948, leaders of both parties in both Houses of Congress emphasized the need for 
a long-term program to provide adequate air-power for this country. Speakers 
made clear that enactment of the appropriation usually referred to as the 70-group 
Air Force Bill, was only the FIRST step towards an adequate long-range air 
defense program. Comment by a prominent Democrat from the President's home 
state stresses this point:) 
"Any businessman will tell you that he can produce results more quickly, and handle 
the job more eilicienlly, if permitted to go ahead and make permanent long-range commit- 
ments at the start and thereby save both time and money. Why not follow business-like 
procedures here and secure more quickly and effectively the air power we so urgently 
need and which in the near future we may need even more desperately? 

". . . This is at least a first installment. We are making the first down-payment and 
will have to moke payment on subsequent installments later on. And in the meantime we 
will pay through the nose in unnecessary delay and additional costs as the installment 
buyer always does." 

— Representative Clarence Cannon (D., Mo.) 


Jobs, like elevators, start at the bottom. It's up to you to call your floor. 

About a generation ago the 143 men who today manage 50 of the country's largest 
businesses came back from a war and went to work. Most of them had to start at the 
bottom of their respective careers and show what they could do. Twelve started work for 
less than $5 a week; 43 for less than $10 weekly. Another group, numbering 81 aspirants, 
received between $10 and $25 a week. Only eight drew more than $25. Average weekly 
wage was $13.40 for all 143 men. 

A low starting wage proved only a challenge to the leaders of today. The leaders of 
our industry 25 years from today will be men, who, like today's top executives, possess 
ambition, foresight, loyalty and willingness to plan and to work hard. 

What's YOUR floor? 

"I'm not going to protect smoll cliques of men whose interests are promoted and propa- 
gated by the Daily Worker and the Communist Party." 

— Phillip Murray 

Congress of Industrial Organizations 


"Someone has asked me to try briefly to define the "Profit System." It can't be done 
because there never has been any such system, is not now, nor ever will be. 

"There is, however, a "PROFIT AND LOSS SYSTEM," with which we are all familiar 
— one that entails both an opportunity for profit and a chance of loss. It is true that men 
engage in business hoping to make a profit, but, unfortunately, their hopes are not always 
realized, and all too often there is a loss instead. 

"PROFIT in industry is what is left after materials, labor, taxes and all other expenses 
have been paid. It represents a reward for human imagination, planning, skill and hard 
work. LOSS is the deficit which arises because the planning has been faulty, or insuf- 
ficient skill has been exercised, or there has not been enough hard work, or a combina- 
tion of all three. 

"When savings are invested, there is no guarantee they will earn a profit — in fact no 
assurance that the investor will not lose part or all of his savings. That is our quarrel 
with the 'planned economists' — according to them, everybody is supposed to win all of 
the time. This just can't be done." 

— George Peck, Editor 
"The American Way" 

"As long as we fool ourselves into the habit of asking for more Government, we'll see 
more and more added to the payrolls and we'll pay higher and higher taxes. Certainly 
the more of it we set up the more we have to pay for. 

"What we need constantly to remember is that the Government has not a cent to spend 
except what it collects from you and me and our neighbors." 

— George S. Benson, President 
Harding College 


"Some people claim that 1948 corporation profits, which will amount to about $20 
billion, are too high. But if we cut the total volume of profits drastically we shall do so at 
our national peril. 

"Almost two thirds of all profits today are going to rebuild and improve plants and 
equipment. More than $13 billion of this year's profits are being plowed back. They are 
going — as a large proportion of profits have always gone — to buy for workers better tools 
to work with, better surroundings in which to work. They are making possible better 
products, and more of them, for all of us." 

— James H. McGraw, Jr., President 
McGraw-Hill Publishing Co., Inc. 



Return Postage Guaranteed 

POSTMASTER: If addressee has removed, and new 
address is known, notify sender on Form 3547, postage 




Sec. 562, P. L. & R. 


San Diego, California 
Permit No. 437 

RMHn Metal Products 


Exhaust Systems • Turbo-Jet and Ram-Jet Components 

SsesaB 1^57 eassai3o saiiQ ^5<M£S QH^ 

IDeS a Iksetoses aisaEG &3 03^^ 


Leo Gross, operator on newly installed 
Billiard vertical turret lathe, adjusts 
cutting tool prior to finishing operation 
on new G-E fixture. 
(See story on Page $) 


By night you may reach him on ham 
radio call W6-DBV. By day you'll find 
him deep in requisitions as Ryan's alert 
purchasing agent. 

Studied electrical engineering and 
business administration at Oregon State, 
and, lucky man, makes a hobby of one 
and a vocation of the other. At Ryan 
since 1940; has lived in San Diego since 
1912. Dwells at 3430 Dumas Street 
^'here he stocks up on U. S. Commemor- 
ative postage stamps. 


Meet Richard Douglas Maw 

MARCH, 1949 VOL. I, No. 3 

Published Monthly By 
Ryan Aeronautical Company, Lindbergh Field, San Diego 12, California 

Charles M. Hatcher, editor Frances L. Kohl, art and production editor Robert F. Smith, Navion news editor 

Don Doerr, chief photographer William Wagner, editorial director. 


There were plenty of happy smiles around Ryan Aeronau- 
tical Company last month when the first huge Ryan-manu- 
factured rear fuselage assembly destined for Boeing Strato- 
freighter production lines was fastened securely on a flat car 
near the assembly building and hastened on its way to Seattle. 
Delivery nine days later marked successful completion of the 
first phase of a challenging operation which will call for output 
by Ryan before 19 50 of nearly twice as many assemblies as had 
been originally planned. 

Ryan teamwork, ingenuity and manufacturing resourceful- 
ness were tested when the company received an additional 
Boeing contract for 23 C-97 Stratofreighter fuselage assemblies 
on top of a previous order for 27 of the units, the entire 
order to be delivered within approximately the same time limit 
as originally scheduled for the first 27! 

Complete cooperation of all departments, sparked by morale 
reminiscent of war-time enthusiasm, was the answer to word 
that the company had embarked upon an expanded program. 
Production hourly personnel "turned on the heat," each man 
and woman on the project coming through splendidly. 

(Continued on page 14) 

Boeing representatives nouf have their own office and per- 
sonnel at Ryan. Below (L-R) are Jay Morrison, Boeing rep- 
resentative; Ruth Wallbrinkf Ryan employee assigned as 
secretary; Robert Harper, engineer; Howard Ensley, in- 
spector; Louis Hibbs, material liaison and Robert Ellis, 

Finishing touches are applied to first Boeing rear fuselage assem- 
bly in huge jig. Second unit (upper right) starting. 

Ill mid-air on its move from assembly jig to flat-car, first Boeing 
rear fuselage section dwarfs workmen handling slings. 

Snugged -down for its trip to Seattle where it will join the famous 
Boeing Stratocruiser/Stratofreighter production lines. 

Still greater oivner satisfaction has been assured with 29 major improvements in the 1949 model Ryan Nai'ion, 


From the moment you step into the 
cabin of the 1949 Ryan Navion you'll 
notice the added comfort and conven- 
iences which have been built into this 
year's model, qualities which caused one 
veteran pilot, after his first flight in the 
new plane, to exclaim: "This is the quiet- 
est, most comfortable personal plane in 
which I've ever flown!" Then, when you 
arrive at your destination, you'll discover 
the increased performance of the new 
Navion, which has whisked you more 
quickly and restfuUy across the miles than 
ever before. Your journey will have been 
made faster, more comfortable and more 
useful by the 29 major improvements in- 
corporated into the 1949 model Ryan 

A year ago, when Ryan took over the 
Navion project, it analyzed owner reac- 
tions and came out with a vastly im- 

Limoiisine-type center arm rest and 
greater seat width are new comfort 
features of the redesigned rear seat in 
the generously proportioned 1949 Nav- 
ion cabin. 

proved, more comfortable plane which 
still retained the basic Navion ruggedness, 
stability, ease of flying, roominess and 
amazing short field performance. 

Again following a policy of giving 
consideration to owner preferences, Ryan 
offers another greatly improved model for 
1949. The first thing noticed about the 
new Navion is the addition of landing 
gear doors and fairings as standard equip- 
ment. This streamlining, plus the 205 
h.p. engine rating of the Continental en- 
gine gives increased performance, high- 
lighted by cruising speeds up to 155 
m.p.h., and 900-f t. climb the first minute. 

Even more striking is the sensational 
short field performance. Extensive engin- 
eering flight tests were made, including 
demonstrations to eastern aviation writers 
List fall, to provide accurate take-off and 
landing performance figures. 

With full gross load of 2750 pounds, 
no wind, sea level, the 1949 Navion will 
get off in 560 feet and clear a 50-ft. 
obstacle in only 875 feet! 

With its extremely effective slotted 
flaps, which can be lowered a full 43 
degrees, the Navion can land over a 50- 
ft. obstacle in 875 feet. Landing roll 
after touch-down is only 400 feet and 
landing speed with full gross load in 
still air is 54 m.p.h. 

In a score of ways, Ryan has further 
improved the already widely recognized 
comfort and roominess of the generously 
proportioned, tastefully appointed cabin. 

Newest feature is the greater comfort 
provided for rear-seat passengers. Arm 
rests, which formerly extended three 
inches out from the cabin sides, have been 
replaced by recessed ones, giving an effect- 
ive additional six inches of room in the 
seat. A new limousine-type folding cen- 
ter arm rest, which can be pulled out from 
the back rest, divides the rear seat. Also 
new is the folding, divided rear seat back 
rest which makes possible more conven- 
ient baggage stowage and provides access 
to the luggage compartment in flight. 

Ne-wly styled rear seat back rest divides 
to permit easy "in-fiight" access to 20 
cu.ft. baggage compartment. Auxiliary 
gas tank nests out of sight under rear 

The all-wool upholstery has been re-ap- 
portioned for more pleasing interior de- 
sign, and Naugahyde synthetic leather is 
incorporated at wear points. Front seats 
adjust to individual requirements. 

With its exclusive sliding canopy, which 
rolls back a full thirty inches, entrance 
and exit in the '49 Navion for both front 
and rear seat passengers is very easy and 
without stooping or wedging into the 
cabin. The canopy can be left open on 
the ground and while taxiing to keep the 
cabin cool and comfortable and need not 
be closed until just prior to the start of 
the take-off run. 

Soundproofing, ventilation and cabin 
heating have also been improved, and 
for noise level the '49 Ryan Navion sets 
a new standard for comfort and relaxa- 
tion while flying. 

Two important changes, in addition to 
greater use of soundproofing materials, 
have been incorporated to reduce still 
further the cabin noise level. The heavier 
gauge windshield now provided materially 
reduces noise and vibration. The new 
Ryan combination dual muffler and heater 
system, provided as standard equipment, 
exhaust the engine gases through the cowl 
gill beneath the fuselage. This effectively 
aids noise reduction not alone by the muf- 
fling, but also because the exhaust gas 
(Continued on page 15 ) 

Piloting the 1949 Ryan Navion is more pleasant than ever. Technical improvements such as fairings for main gear strut 
wellsy doors for the nose gear, and engine exhaust through cowl gill to carry noise away from the cabin, are only part of 
sweeping refinements added to the ruggedness, stability and grace which has always been characteristic of Navion design. 

strictly Personnel 

STEADY OLD-TIMER. One of those in 
steadiest attendance at all Ryan Foreman's 
Club meetings is Frank L. Walsh, honorary 

Walsh was the first foreman to be retired 
under the Ryan Retirement Trust Plan, leav- 
ing job problems behind him on January 1 5th 
last year after eight busy years with the 
company. During his service in the Ryan 
organization, Walsh worked up steadily 
through the ranks in the Small Parts depart- 
ment, taking a turn at all three war-time 
shifts, and moving to position of night fore- 
man and assistant foreman, day shift. Now 
that he has no use for an alarm clock, Walsh 
finds plenty to keep him occupied around his 
home at 1 062 Law Street, Son Diego. 

UP THE LADDER. Wolter P. Jaeger, who 

has been plugging along steadily in the Sheet 
Metal Bench Section of the Fabrication Divi- 
sion since September, 1940, was recently 
promoted to the position of Assistant Fore- 
man, in charge of second shift operations. 

ANOTHER RUNG. Taking another step up 
the ladder in February was Arthur E. Torger- 

sen, formerly leadman in the Tool Design and 
Manufacturing department. Art was pro- 
moted to the position of Assistant Foreman 
in charge of Jigs and Fixtures. He has been 
with Ryan for a total of seven years. 

CLUB-MEN. Invited to hear General K. B. 
Wolfe, U. S. Air Force, give the principal 
speech before a meeting of the Lockheed 
Aircraft Corporation's Management Club re- 
cently were James L. Kelley, Ryan Works 
Manager, and Ralph Flanders, President of 
the Ryan Foremen's Club. Kelley was personal 
guest of H. E. Ryker, Lockheed Vice-Presi- 
dent in charge of manufacturing, and Flan- 
ders was guest of the President of the Lock- 
heed Management Club. 

EPICURE. Monkey meat, 
even the choicest morsels, 
may be unappetizing to 
most of us, spoiled as we 
are by daintier pieces from 
the more familiar pig or 

But Leslie L'Hollier, buy- 
er in the Purchasing De- 
partment, will tell you without hesitation 
that the best chow he ever hod wos a por- 
tion of monkey meat served him with approp- 
riate seasoning as port of a native dinner he 
and a hardy band of shipmates purchased 
during a "liberty" trip ashore in a secluded 
port in Haiti, West Indies. Les refused to 
discuss what type of refreshments he con- 
sumed prior to the dinner to account for his 
decision that the meal was delicious. "I was 
too durned busy later that afternoon," he 
said, "getting bock to the ship safely with a 
pair of voodoo drums I picked up — by acci- 
dent, that is!" 

As you may have guessed, Les wos once o 
member of Uncle Sam's sea-going service, 
and missed little, if anything, during his ten 
years in blue uniforms. 

Spectacular performance of an Air Force B-5 bomber which flew non-stop around 
the world in only 94 hours brings smiles to Ryan Aeronautical Company executiies 
Sam Breder (left) Sales Manager, and T. Claude Ryan, President, because of the part 
the company's products played in the flight. Ryan exhaust systems, which are standard 
equipment on Boeing B-5 0's, were important factors in the plane's faultless performance. 

CLIMBING. It was onward end upward for 
several members of the Experimental depart- 
ment last month. Larry C. Mortin, Manager 
of Production Engineering, onnounced that 
Kenneth K. Krull, Foreman, hod been pro- 
moted to Superintendent ond placed in full 
charge of oil Experimental operations. At the 
some time Olof H. Ingalls, Assistant Fore- 
man, was promoted to Foremen in charge of 
Fabrication and Tools; Charles H. Stoup, 
manufocturing engineer, was placed in 
charge of Assembly Operations and Richard 
W. Mocomber, manufacturing engineer, was 
given charge of Experimental Production En- 
gineering and Production Control. 

ing in the April issue of the 
McGraw - Hill publication 
"The Welding Engineer," 
prominent trade journal, is 
on article by Steve Dever, 
Manufacturing Engineer in 
the Production Engineering 
department, which further 
illustrates Ryan Aeronauti- 
cal Company's leading po- 
sition in many fields of the aviation industry. 
Dever's article is titled "Techniques for 
Spot Welding." Able to describe interestingly 
as well OS foctuolly the normally hard-to- 
read processes involved in using modern en- 
gineering techniques, Dever has written num- 
erous other articles, both for the former Ryan 
Flying Reporter and for magazines published 

VISITOR. Dr. Eric E. Heiman, publisher 
and Editor of one of the world's outstanding 
aviation magazines, was o visitor recently to 
Ryan Aeronautical Company's plant. His pub- 
lication, "Interavia," a large slick-paper 
French- English-German -Spanish four-lan- 
guage monthly is beautifully illustroted and 
contains absorbing technical discussions and 
feature articles providing wide variety of 
interest for both layman and aviation scien- 
tist. It is published in Geneva, Switzerland. 

SEE HERE, DO THERE. Distinguished For 
East visitor to Ryan Aeronautical Company 
last month was G. S. Subramoniam, deputy 
director of aviation licensing and troining 
for the government of India at New Delhi. 
An aeronautical engineering with post-grad- 
uate study in England and half-o-yeor of 
work at Vickers there, Subramoniam ex- 
pressed keen interest in U. S. manufocturing 
methods on his tour of the Ryan plant with 
William P. Brotherton, Novion Export Sales 
Manager. Subramoniom spent two months 
with C.A.A. officials in Washington, D.C., 
studying American airport regulotions. Port 
of his duties in India has been the training 
of airport managers and technicians. 

STEP UP! Friends lost month hod occasion 
to congratulate Charles C. Hasty, since 1945 
a member of the Plant Engineering deport- 

Announcement was made by Durword H. 
Palmer, Plant Engineer, of Hosty's promotion 
to the post of Departmental Assistant to the 
Plant Engineer. 


The massive Bullard vertical turret lathe 
in Ryan's Jet Cone Assembly department 
looks like a mechanical wonder. After 
you see it work for a while you're sure 
of it. You'll see its portrait on the front 
cover of this issue of Ryan Reporter. 

No ordinary bit of equipment is this 
lathe. Towering ten feet above the floor, 
and weighing more than 2 5,000 pounds, 
it would cramp any average-size living 
room. In spite of its mastodonic steel 
muscle, however, the machine is quick, 
versatile and accurate with fine tolerances. 

Most notable feature about the lathe 
which was purchased especially for the 
General Electric order, is its 54-inch table 
or chuck. Of high-quality steel, this huge 
circular section rotates at speeds up to 
120 r.p.m. on roller bearings, and re- 
sembles somehow those large whirling cir- 
cular platforms to which carnival cut- 
ups hilariously attempt to cling. When 
parts are clamped to the top of the main 
disk it is called a table; when the four 
jaws provided with the table are used it 
becomes a chuck. 


"It's surprising the variety and quality 
of work the machine will do," commented 
its operator, Leo Gross, machinist who 
came to Ryan about six months ago after 
20 years of all-round machine shop ex- 
perience. "Practically all the fixtures for 
the General Electric jet engine compon- 
ents job have been done on this Bullard. 
Incidentally," he continued, "an almost 
unlimited number of 'cuts' plus repeats, 
can be set. One GE part alone needed 
approximately 80 cuts on one set-up." 

A score of controls, not counting the 
clamps, enable machinists assigned to this 
machine a wide field for their talents. 
The lathe's turret head is capable of a 
24-degree turn for conical jobs, and its 
hex head on overhead rail is used for 
turning all sorts of angles, and for bores 
as well as for facings. Up to '/2-inch 
cuts may be taken in steel surfaces; more 
on other materials. Coolant oil is spun 
upon the turning surfaces at cutting tool 
contact point from a sump holding ap- 
proximately 100 gallons of the liquid. 

On The Sidelines 

went McGinty to the bot- 
tom of the sea!" Just sub- 
stitute the name of Charles 
"Chuck" Moelter, loft re- 
producer in Photo Tem- 
plote Reproduction depart- 
ment, and you'll find o 
man who is almost as much 
Vi\k'' ' .fiMM °^ home underwoter as on 
[ \(kli'!l cBirti'lll^ shore. Moelter has explored 
ocean bottoms from Cali- 
Moelter fornia to the Philippines. 

Moelter and the 1 3 other members of the 
Mantaray club at La Jolla 
spend most of their spare 
time diving and spearing 
fish at depths of as much 
as 45-50 feet along the 
rocky- ledged beoches of the 
Jewel City. To qualify for 
the club an applicant must 
bring up three abalones 
from not less than 20 feet 
down, in one dive. Moelter 
organized the club about 
eight years ago. 

Member of the old and well publicized 
"Bottom Scratchers" group, a companion 
diving club which affords its members the 
same sport and requires similar high quali- 
fication standards, is Bill Bafzloff, of the 
experimental laboratory. As underwater 
swimmers of proven ability, both Botzloff 
and Moelter stress the health and recrea- 
tion values in the year round sport. (Yep, 
year round! Moelter claims that one member 
of his club caught a 110-pound Grouper 
during the worst of the recent "unusual" cold 

An affiliate of the Mantoray swimmers 
and frequent associate on their swim stunts 
is David Ryan, son of T. Claude Ryan, presi- 
dent of Ryan Aeronautical Company. 

BRAWN. Got any old pianos that need lift- 

If you need somebody with muscle and a 
knack for hoisting heavy objects into the air. 
Bill Lowronce is your man. Bill works by day 
as a machine ports lay-out man in the Ma- 
chine Shop here at Ryan. In his spare time 
he goes around setting new State and Pa- 
cific Coast A.A.U. weight-lifting records. 

Way back in 1941, while Lowronce was in 
his first year at Texas Tech college, he 
grunted himself into the New Mexico State 
collegiate and open championship in the 
132-lb. featherweight division. Since then 
he has captured State of California and Pa- 
cific Coast A.A.U. featherweight champion- 
ships in 1944, 1946, 1947 end 1948. In 
1947 he was winner of third place in the 
national championships. He won the national 
title in 1948. 


There are three Olympic lifts in this field 
of competition: the military press, two-hand 
snatch and two-hand clean and jerk. Bill 
holds three California records in the feather- 
weight division with a 21 1-lb. effort in the 
snatch lift, a 271 -lb. mark in the clean and 
jerk, and a record of 678 pounds for all three 
lifts. He hopes to set a new record in the mil- 
itary press next competition. 

He's married, has two children and lives 
at 4820 Pendleton St., Pacific Beach. For 
practice he teaches weight-lifting at the 
Armed Services YMCA two evenings each 
week. He's been with Ryan for half a year. 

Slogan for success? Bill says: "Just be 
sure to carry your own weight every day." 

Unveiling of the 1949 Ryan Navion keynoted the meeting of Ryan Navion Distributors 
held at the factory this month. The 21 attending distributors and their associates 
swelled the conclave's registration to 55. Conferences and factory tours filled out the 
two-day program. Most of the distributors were content with studied glances during 
their first look at the new model, but Les Bowman, of General Aeronautics, Texas, and 
Bill Eberhart, of Louisiana Aircraft, wasted no time in scrambling into the modernized 
cabin for a firsthand appraisal of the improved panels and interior. 

Monument Valley Airport, scenic and isolated, is a short, high altitude strip where Barry Goldwater (on wing walkway) sometimes 
lands his Navion during the flight from Phoenix to Rainbow Lodge on the Arizona-Utah line. All landings on this },000-foot strip are 

made up hill, toward towering red sandstone mesa. 

mm suoRT(S) story 

Goldwaters, fashionable Phoenix specialty store, gives the 
immediate appearance of being so well organized that just 
about any problem which comes along can be handled success- 
fully. However, even to these up-to-date Arizona merchants, 
the job of meeting a last-minute Friday afternoon order for 
7 J dozen pairs of men's shorts should pose a problem . . . 
especially when the important garments are needed by the 
following Monday morning, and the shelf stock is exhausted. 

At first you may think such an order impossible to fill; and 
when you learn that the nearest source of supply is Los An- 
geles, 400 miles distant, you feel sure. 

But Barry Goldwater, owner of this center of desert fashion, 
gives no sign of shedding tears over a big order possibly lost. 
In fact, he and his able assistants take the situation right in 

After calling in the order ahead by long distance telephone, 
Goldwater picks up his briefcase on the run for Phoenix's 

Sky Harbor Airport. There he taxies out his Navion for the 
round trip flight to Los Angeles that by next afternoon will 
see him home with the goods. By Saturday night, the shorts 
will be neatly packaged for the promised Monday morning 

This emergency trip exemplifies the manner in which Gold- 
waters and scores of other merchants all over the U. S. utilize 
personal-business airplanes in their operations. Goldwater's 
Los Angeles flight took just 2^4 hours while by truck or train, 
the whole business would have required well over 10 hours 
travel time, much of this on blistering desert highways. 

Because he flew to Los Angeles himself, Goldwater was able 
to handle all contacts with the supplier. This important func- 
tion wasn't left to rest on the weary shoulders of a worn-out 
truck driver. Goldwater also personally expedited the order and 
saw to the plane's loading. 

"This, however, is just one example of the use we have had 

Goldtvater's Arizona fashion center and 

resort schedule its activities to 

plane's speedy pace 

for the Navion in running our stores," recounts Goldwater. 
"We fly weekly between Phoenix and Prescott, where we have 
another store, and twice monthly go by Navion to Los Angeles 
and other marketing centers to order supplies." 

The Goldwaters people have found that their Navion, besides 
saving time, does away with many former inconveniences. 
Flight reservations and schedules, for example, no longer 
hamper them in reaching their Los Angeles buying office. 
Too, they put to full advantage the plane's remarkable flexi- 
bility in cargo-load on flights to the coast. 

Their stylish Branding-Iron material, which is cut and 
tailored in Los Angeles, is flown from Phoenix to the coast 
city in 2% hours. When tailoring of blouses made from this 
material is completed, the finished shirts are Navioned back 
to Phoenix. This, Goldwaters executives advise, makes delivery 
dates to Phoenix customers certain. About 1,200 yards of the 
material are flown at one time. 

"Antsy Pants," men's white shorts trimmed with prints of 
large red ants, are another Goldwaters exclusive flown from 
Los Angeles in the Navion. Such personalized air shipment 
is the only means the store has found for keeping up with 
pressing demands from all over the world for this unusual 

The Navion is also used for calling on customers who live 
at ranches and lodges way off the highways. Because he has 
been able to get his Navion in and out of practically any field 
he has ever come across, Barry Goldwater makes deliveries to 
some customers who are nearly completely isolated. 

Says Goldwater, "It is in the home-delivery department as 
well as in cargo flights between our stores in Phoenix and 
Prescott, and to the coast with material, that we appreciate 
the Navion's spacious 645 lb. cargo capacity. We have found 
that we can easily fly as much cargo as we can stuff into the 

When asked for specific examples of the time his Navion 
saves for his company, Goldwater cites two comparisons. To 
drive between Phoenix and Prescott takes 3 hours. By Navion, 
it's 40 minutes. To points in Northern Sonora, Mexico, where 
the store has customers on large cattle ranches, going by car 
means 12 hours arduous travel; but in the Navion, as little 
as 1 Vz hours. 

"When I say the Navion saves our company time, I mean 
it," Goldwater explains, "because 14 of our executives pilot 
the plane, including my brother, Bob Goldwater, our adver- 
tising manager Bob King, as well as our auditor, credit man- 
ager, buyer of men's wear, shoe buyer, and even both sales- 
men in the men's department." 

Another use of the Goldwaters' plane is in flying to Rain- 
bow Lodge, a colorful resort hidden away on the Utah-Arizona 
border, about 280 air-miles from Phoenix. From the lodge, 
guests set out on pack trips to visit the famous Rainbow 
Natural Bridge. The airport at Rainbow was dragged out of 
the sands of the Indian country, and is only 2,000 feet long 
and 50 feet wide. 

(Continued on page 1 6) 

Barry Goldwater and 
Bill Wilson (R) chat 
tvith a young Navajo 
girl who lives near 
Rainbow Lodge. The 
Navion is the first air- 
plane she has seen. 

Leader in western fash- 
ion, Goldwater special- 
izes in such smart des- 
ert creations as Brand- 
ing Iron blouses and 
Arizona Denim skirts 
shou/n here. 

Executive Bob Gold- 
tvater loads his com- 
pany's Navion in Phoe- 
nix ivith the famous 
Branding Iron material 
for delivery to the 
Prescott store. 

DIaude Ryan Reports On 


Excerpts from the Annual Report to Stockhold- 
ers, to which the Editor has added the explanatory 
information printed in italics. 

This eighteenth annual report covers the fiscal year ended 
October 31, 1948. Considerable progress may be noted by 
comparing operations and conditions with those of the preced- 
ing year. All financial statements have been certified by Arthur 
Young & Company, Certified Public Accountants. 


Sales volume for 1948 was $7,948,41 1 and resulted in a profit 
of $588,603 before provision for federal taxes on income. Net 
profit remaining after deducting federal income taxes of 
$232,000 was $3 56,603 or approximately 90 cents profit per 
share. This compares to a net loss in the prior year of $127,659, 
or approximately 3 1 cents loss per share. 

Note that 40% of the $588,603 earned tvas paid out 
in income taxes for support of activities of the Federal 
Government — G. /. benefits, European Recovery, na- 
tional defense, operation of the Department of Labor, 
the hundreds of commissions and bureaus at Washington, 
and an almost endless number of government agencies 
and functions. 

On the nearly $8,000,000 of business done last year, 
the net profit of $356,603 represented 4V2% of gross 
sales. This compares xvith a natioiml profit average for 
American business of 5.6%. Many people do not realize 
there is such a very narrotv margin above cost on tvhich 
business operates. 

Since the Ryan Company is oivned by some 162 5 peo- 
ple, the average "profit" tvas just under $220 for each 
oivner. For purposes of comparison, the average tvage 
for each of the hourly-paid Ryan workers last year tvas 
$3252. But each otvner of the Ryan business did not 
take his $220 profit in cash as is explained later. 


The following summary reflects the comparison of the finan- 
cial position at the year end with that of the preceding year: 

1948 1947 

Current Assets $5,865,663 $3,958,410 

Current Liabilities 2,635,890 848,109 

"Working Capital $3,229,773 $3,110,301 

Fixed Assets — at Cost $2,676,820 S2, 374,859 

Fixed Assets — less depreciation 794,087 622,541 

Other Assets 128,568 141,978 

Net Worth $4,152,428 S3, 874,820 

Net Shares Outstanding 393,843 401,593 

Book Value Per Share $10.50 $ 9.64 

Working Capital Per Share $ 8.20 $ 7.74 

Attention is directed to the increases in both current assets 
and current liabilities. Inventories of raw materials and work- 
in-process increased from $1,819,3 52 at the start of the year 
to $4,182,594 at the year end, and at December 31st stood at 
slightly in excess of $5,100,000. This increase in inventories 
reflects the increasing volume of operations which occurred in 
the last half of the fiscal year, and the larger proportion of 
work being performed on a contract basis directly and indi- 
rectly for the Mihtary Services. 

Sales for the year do not fully portray the level of production 
activities reached in the last quarter. Production input against 
firm orders for this quarter was at an average rate about 50<~f 
greater than the average deliveries for the same period. Capital 
requirements for this expanding volume of business were 
financed through commercial bank loans. Arrangements were 
made for a bank loan of three million dollars. At October 31, 
1948, the amount borrowed was $1,3 50,000 and at December 
31, 1948, had been increased to $2,600,000. It is anticipated 
that upon completion of delivery of the order for Ryan Navion 
military liaison planes, the loan will be materially reduced. 
However, at the present rate of operations, it will be necessary- 
Co continue to utilize a substantial amount of bank credit. 

Though the Ryan company^s basic financial structure 
is very sound, fetv business corporations hate sufficient 
cash on hand to finance inventories of raw materials and 
tvork-in-process during a period of expanding opera- 

(Continued on page 1 ) 


$ 4J3Z.2I6 



tions, such as we are now going through. Accordingly, 
just like the individual tvho must borrow money to buy 
a house, the company finds it necessary to go to commer- 
cial banks for loans to keep the business operating. Later 
the company's income from the larger business volume 
tve are now doing ivill permit repayment of the money 
ive have borrowed. At the end of the financial year, the 
company had cash of only $400,000 on hand to finance 
ivork on our $11,700,000 backlog of orders. Thus, it 
was necessary to borrow from banks to meet payrolls 
and pay for stainless steel, aluminum sheet stock and the 
hundreds of material items we must buy each month. 


A cash dividend of ten cents 
per share was paid in March of 
1948. A cash dividend of ten 
cents per share has been declared 
payable March 10, 1949, to 
stockholders of record as of Feb- 
ruary 22, 1949. The capital re- 
quirements for the performance 
of business on hand necessitates 
the continuation of a conserva- 
tive dividend policy. Increasing 
business volume requires funds 
principally for financing inven- 
tories and to some extent for 
necessary additional equipment. 

The 1 cents per share divi- 
dend paid to stockholders 
during the year represented 
an average cash income of 
only $25 for each of the 162 5 
orvners. The balance left from 
the $220 average "profit" 
was $195. This amount was 
retained in the business be- 
cause the company requires 
as much cash as possible to 
finance new equipment and 
current operations, which on 
the present expanding scale, 
make jobs and security possi- 
ble for more people. 

ness — "plou^ed back" to help pay for these new machines 
and equipment. Note that this required an investment 
by the owners of the company of $230,000 more than 
their total profit for the period. The money over and 
above earnings for the period vjas available to buy new 
equipment only because profits from the tvar years had 
been put into the business instead of taken out in cash 
dividends by the owners. 

In recent years it has been possible to pay only a con- 
stantly decreasing share of business profits to stock- 
holders in cash dividends. For all corporations in the 
country, 1939 dividends -were 76% of profits, but by 

1947 the stockholders' share 
had dropped to 3 8%, and for 

1948 is estimated at about 
3 6%. 

As a result, businesses find 
it difficult to raise needed 
funds by selling securities, be- 
cause the millions of people 
who ordinarily provide such 
investments refuse to risk 
their savings tvithoiit hope of 
adequate cash return. 

Business, therefore, finds it 
necessary to retain a large 
portion of earnings for expan- 
sion and to replace equipment 
and facilities that wear out. 

Only by keeping the Ryan 
plant and machinery modern 
can we expect to get the vol- 
ume of business tvhich pro- 
vides jobs for all of us. 


"Only by keeping the Ryan plant and machinery modern can 
we expect to get the volume of business which provides jobs for 
all of us." 

The Billiard turret lathe on our front cover and the Hole 

Wizard sboivn above are among many new equipment items 

purchased with profits which owners "plow back** into 

the business. 

For the three years since the 
end of the war, total net profit 
after taxes amounted to $529,- 

263. Dividends since the war end, including the one just de- 
clared, have amounted to $329,395. Equipment assets have 
been increased $759,072 during the same period which is 
$229,808 more than the net profit for the three years. 

Equipment assets — that means turret lathes, jigs and 
fixtures, boring machines, heat treat furnaces, ivelding 
equipment, etc. — have been added in the amount of more 
than three-quarters of a million dollars since the ivar. 

While total profits since the war have been slightly 
over half-a-million dollars, $200,000 of this amount plus 
$23 0,000 out of prior earnings has been put into the busi- 

The descriptions of the 
tvork of the company's Air- 
plane Division and of the Met- 
al Products Division tvhich 
appeared in the Annual Re- 
port largely duplicate those 
which appeared in the Janu- 
ary issue of Ryan Reporter, 
and are therefore not repeated 
here. Hoivever, sotne portions 
rvhich may be of special inter- 
est follotv: 

The company's guided missile project, on contract with the 
United States Air Force, has been on an increased scale of 
activity and substantial progress was made during the year, 
justifying considerable confidence in its future prospects. 

A design developed by the company's Engineering Depart- 
ment for a high-speed, jet-propelled, pilotless target airplane for 
the United States Air Force won a competition in a field of 
sixteen entries representing the country's principal aircraft 
manufacturers. The contract was awarded this company for 
the engineering, development and manufacturing of an initial 

(Continued on page 12) 



Service specialists from 8 Ryan Na- 
vion Dealers convened in San Diego 
last month for the fourth session of 
the Ryan Factory Service and Main- 
tenance School. Walter K. Balch, 
Ryan Service Manager, and Jack Lu- 
cast, Field Service Representative, 
conducted a course designed to equip 
dealer organizations with improved 
techniques for handling Navion ser- 
vice, and to help them better under- 
stand service publications. 3 5 distrib- 
utor and dealer representatives have 
received this factory training during 
the past year. 

Registration initiates neck of clas 

for all on final assembly li, 

Studying engine build-up at fuselage assembly line. 

The climax! Students eagerly 
examine the 29 dramatic ivt' 
provements in the 1949 Ryan 
Navion. Dealer representatives 
present: Bob Waiters, Conejo 
Valley Airport; Kenneth Myers, 
Cliff Hyde Flying Service; Eldon 
Maxn/ell, Jack Riley Aviation; 
Samuel Hollist, Bozeman Avia- 
tion Service; Roger Gault and 
Mace Crafty Jr., Gault Aviation 
Inc.; Bob Nicholas, Ragsdale 
Flying Service; E. C. Tunnelly 
Parker ^ Huett; and H. J. Reid, 
Gativay Aerial, Inc. 

Ryan carburetor expert, Don Osborne, explains flow bench. 


Grand Central Palace in New York City, was the televised aviation program starring 
Arthur Godfrey and originating at the Ryan Navion display of Mallard Air Service. 
The Mallard boys said they were going to do something big at the Sportsmen's Show, 
and with the help of Ryan Navion-owner Godfrey, certainly came through 100% on 
their pledge. 

vice is grand and they are accommodating." This hearty 
tribute from a satisfied Ryan Navion owner compliments one 
of ) 948's top-selling Ryan Navion distributors. Rex Howard, 
energetic President, directs the destinies of this Peoria, Illi- 
nois organization. Les Scott, newspaper publisher in Lacon, 
Illinois, this month accompanied the Howard prexy on a San 
Diego-Peoria flight in Rex's 1949 Ryan Navion demonstrator, 
gathering information for a story on personal flying to appear 
soon in Mid-western publications. 

one-woman campaign to get California women thinking of personal flying in the same 
terms as they do automobile or train travel. While helping her husband, Percy, sell 
Ryan Navions and operate their own airport in Corcoran, California, Maxine, who flies 
extensively, makes it o point to dress smartly on all her flights, encouraging women to 
associate flying with becoming suits and dresses rather than slacks and other less 
flattering apparel. 

FROM CAMAGUEY, CUBA, Bornobe Sanchez, Assistant Manager of Componio 
Gonodera Tinima, giant cattle ranch, sends commendation for the service and 
courtesies he has received from Clara Livingston's Dorado Airfield. Soys Navion- 
owner Sanchez, "Miss Livingston did a great deal toward introducing me to the 
Navion. I am very grateful for all her kindnesses. I only wish her operation at 
Dorado, Puerto Rico, were in Cuba, so I could more fully utilize its fine facili- 

largely to aggressive advertising campaigns which hove spearheaded the activities of 
Mountain States Aviation. Horry Combs and Lew Hoyden, the Rocky Mountain dis- 
tributorship's top executives, placed, for example, a half-page ad in the doily La 
Junta Tribune-Democrat, offering Ryan Navion business flights anywhere in the 
nation. Typical of the favorable response: "Would like trip to Dallas. If plane will do 
the job, will buy." Another: "My wife, five-year-old daughter and myself wish to fly 
to Casper, Wyoming. We are financially able to talk Navion . . . the type of busi- 
ness I'm in necessitates my buying such a plane." 

TALL TALES ABOUT WHALES. William P. "Doc" Sloon, Assistant to Ryan 
■Vice-President, Earl D. Prudden, this month was checked out for his Whale- 
master's Rating. During 3 flights between San Diego and Los Angeles, he sighted 
19 of the huge mammals making their way South "The largest of the group 
appeared 20 to 30 feet long," Doc says. "One group included calves. Once, the 
biggest fellow of the bunch jumped half out of the water. If 1 kept the Navion 
above 1,000 feet, they'd move right along, spouting, submerging and coming 
back up. If I brought the plane lower than that, they'd sound." 

THIS COLUMN'S FEBRUARY BOUQUET to Bradley Field for its victory in the 1948 
Hoire Award competition brought a cheerful reminder from Don Hood, President of 
the Aircraft Soles Company, Ryan Navion dealer in Indianapolis, Indiana, that Bob 
Shank Airport, site of Don's operation, won the Hoire Trophy in 1946. Bob Shank Air- 
port and Bradley Field hove also been included in the National Aeronautic Associa- 
tion's list of airports awarded the 1948 Certificate of Good Operation Practice. Among 
other Ryan Navion centers numbered in this elite group: Krotz Field (St. Louis Flying 
Service), St. Louis; and Clementon Airport (Clementon Aviation, Inc.), Clementon, 
New Jersey. 

AMERICA ore in for some high-geored aircraft merchandis- 
ing during 1949. Francisco Walti, principal partner in 
Morgan & Waltz, distributor for these areas, has announced 
details of the March flight he will moke to major cities of 
the Southern republics, from Mexico to Panama. He plans to 
appoint dealers at each important stop on his route. Morgan 
& Woltz' main offices ore in Mexico City. Waltz reports 
that Ryan Navion owners in Mexico ore his best salesmen. 
Ranging from bankers to engineers and ranchers, they fly 
under some of the most difficult, high-altitude conditions. 


(Continued from page 10) 
quantity. This project was in its first 
phase of work during the latter part of 
the year and is beUeved to have very good 
prospects in the future. 

The engineering and study contract 
with the United States Navy for work on 
an advanced type airplane design, which 
was in effect the prior year, was continued 
and increased in scope. 
Since the introduction of jet engines as 
a primary power source for miHtary air- 
craft, the company, because of its special- 
ization in the design and fabrication of 
heat- and corrosion - resistant stainless 
steels, has progressively expanded its jet 
engine components business. 

The production of exhaust systems and 
allied products of stainless steel for con- 
ventional aircraft engines increased in 
scale during the last part of this year after 
having dropped some during the earher 
period due to fluctuation in airplane prime 
contract requirements. 

The manufacture of rocket power 
plants and parts is an increasingly import- 
ant activity of the Metal Products Divi- 
sion. This work is performed for, and in 
collaboration with, other organizations 
specializing in development work in this 

The number of employees of the com- 
pany as of October 31, 1948, had reached 
2 300, and as of this date is approximately 

The only strike in the company's his- 
tory (except for a short work stoppage 
of welders in 1939) occurred between 
June 16th and July 28th, 1948. This re- 
sulted from a failure to reach an agree- 
ment following demands made bv the 
U.A.W.-C.I.O. The principal factor pre- 
venting earlier settlement was insistence 
by the Union's international representa- 
tive and committee on a higher wage rate 
increase than that granted at that time by 
other aircraft plants in the area. A settle- 
ment was finally made on the basis pro- 
posed by the company. The strike was a 
very regrettable and unfortunate experi- 
ence, particularly for the large number of 
loyal, fair-thinking employees who suf- 
fered hardships. The strike was costlv to 
the company and vastly more costly rela- 
tively to the employees thrown out of 
work for such a long period. The plant 
operated throughout the strike period with 
a reduced, but steadily increasing force. 
The strike was conducted in a peaceful 
m.inner, free from instances of violence. 
which is very much to the credit of all 
(Continued on next page) 


(Continued from page 12) 
concerned. It is sincerely hoped that this 
will be the only instance of this kind in 
the company's history and it can be if 
reason and straight thiniting will prevail. 

The level of business volume by your 
company will be affected for the current 
year and thereafter to a considerable de- 
gree, as it will with all aircraft companies, 
by the procurement program of the Mili- 
tary Services. The minimum program rec- 
ommended by any of the important studies 
made for the President and the Congress 
for peacetime requirements for our coun- 
try would require enough production to 
maintain a healthy aircraft industry. Last 
year. Congress authorized the first phase 
of a five-year program to provide these 
minimum requirements. However, as of 
this date, there appears to be some doubt 
in respect to the carrying through of the 
full program as a result of the President's 
budget proposal recommending a serious 
cut in the air strength levels. The action 
of Congress this year in respect to this 
vital subject will be of great importance 
to our country, as well as to the aircraft 

The character of our company's activi- 
ties with the balancing effect of its divers- 
ity of products gives it some advantage in 
meeting the large fluctuations in the air- 
craft procurement that affect this indus- 

The personal-business type plane market 
for the immediate future is difficult to 
predict. Ryan Navion sales for 1948 were 
quite satisfactory. The volume of sales for 
all makes in this field fell off during the 
closing months of the year to a greater 
degree than the normal seasonal trend. A 
new, 1949 model Ryan Navion, further 
refined and improved, is being introduced 
around March 1st. Production is sched- 
uled to conform as closely as possible with 
the market trends as they develop during 
the year. 

The company's guided missile and jet 
target planes are scheduled to be manu- 
factured in moderate volume during the 
year. Production volume during 1949 on 
jet engine parts, exhaust systems and 
major aircraft assemblies, is expected to 
be at a considerably higher rate than 1948, 
based on business booked and in prospect. 

It is desired to here acknowledge and 
express appreciation for the excellent work 
of each and every company executive in 
guiding the company's operations during 
the past year, and for the capable and 
devoted work of all of its loyal workers. 

T. Claude Ryan 
San Diego, California 
February 16, 1949 

THE DENNIS SULLIVANS — well-known Chicago attorney and his charming wife — 
are Navion-owners who are as versatile os the plane they fly. Anxious to pass on their 
experiences as pilots and private aircraft owners, they have generously contributed 
several interesting articles to such popular aviation magazines as Air Facts and Sky- 
ways. When Mr. Sullivan's pressing legal duties permit, they gather material on 
enjoyable vocation flights to distant winter playgrounds like Coronodo, California. 

^^^ FLYING STARS. The personal flying activities of an im- 

^^^^^ pressive array of motion picture and radio favorites are feo- 

^^^Hfl^B^ tured in Skyways Magazine's February issue. Such familiar 

wff^^^^^ Navion-owning stars as Arthur Godfrey, Brian Donlevy, Dick 

Haymes, Edgar Bergen, Frances Longford and Jon Hall, are 
highlighted in this group of pilots who ore doing so much to 
increase the acceptance of private flying as safe transporta- 
tion by people everywhere. Actor Gene Raymond is another 
flying star helping to popularize the Navion. Both Raymond 
t-js. and Donlevy have been featured with their Ryan Novions in 

recent four-color, full-page ads for The Blotz Beer Company. 

5,880 MILES FLOWN IN 12 DAYS of routine business activity! This astounding 
record has been set for other Navion owners to shoot at by W. Perry Smith of Columbia, 
S. C. Called the "Flying Studebaker Dealer" by his friends. Smith started out from 
Columbia for Miami, Florida, on New Year's Eve. He and his wife followed an airpath 
that took them as far south as Havana, Cuba. In the course of the flight, they sold 
cars, unraveled legal snarls, attended an automobile show, witnessed the Orange Bowl 
Football Game and Miami Air Races, and participated in a Florida Alligators Party. 

"WE USE A NEW RYAN NAVION in our business ... and in the flying 
we've done, are very well satisfied with the plane and its performance. We 
utilize the Navion for transporting Company officials to building sites; for fly- 
ing payrolls, rushing correspondence and other assorted duties. As our field of 
operation becomes more extensive, we will be finding more and more uses for 
our plane" — write Robert F. Johnson Cr Associates, General Contractors and 
Constructors, Portland, Oregon, 

that you may use the designation EXECUTIVE while utilizing ground-air radio con- 
tact. This designation, radioed to control towers, indicates you ore flying business 
aircraft on a business trip, and should be handled as promptly as possible. Only one 
stipulation: Aircraft using the "Executive" title must be equipped for instrument 

MAURICE BALCOM AND ERIC MOE, Ellensburg, Washington, potato farmers, 
report that a hustling Navion is flagship for their 4-plane fleet of high-flying 
form equipment. Standout among the Novion's many applications is a com- 
muting run set up for their foremen between Ellensburg and Bakersfield, Cali- 
fornia — some 1 ,000 miles away — to familiarize the spud specialists with 
methods used by other successful growers and shippers. 


motion picture director and Navion owner, was a February factory 
visitor. He mentioned that besides himself, his famous wife, actress 
Veronica Lake, enjoys piloting their Navion. Only recently she fig- 
ured prominently in the news for an unusual Hollywood to New 
York Navion flight. Debunking the theory that personal flying is a 
"Man's World," Miss Lake made the trip with two women passen- 
gers, and no help from any moles other than line-boys ot the air- 
ports along their route. 

TWO DOCTORS, AN ELECTRICAL ENGINEER, and a druggist, all neighbors in 
Indianapolis, Indiana, hove teamed up in owning a Navion. For Drs. C. B. Faus- 
set, and H. L. Egbert, the plane allows speedy colls on patients, mokes possible 
attendance at important clinics, meetings and conventions. Paul Bradley the 
engineer, and Rex Brock, the druggist, also use the plane in their work, and for 
pleasure travel, too. 

NAVION SENDS SALES SAILING. "The first two sales contests which we helped 
promote with our Navion, increased the sole of our Good Luck Oleomargarine in some 
instances as high as 1,300%," reports Emil Locher, Jr., partner in Luthy & Lociher, 

wholesale jobbers of fruit and produce in Peoria, Illinois. L. & L. also uses the Navion 
as fast worehouse-to-fields transportation. 

FARMER FLIES IN A BIG WAY. 7 planes work for Darrel G. Dikeman on his 

5,000-acre form near Syracuse, Kansas. A pair of Novions head the group, per- 
forming duties that range from hauling repair ports for combines to delivering 
winter moil to snowbound neighbors. "The Novion's a workhorse," soys Dikeman. 



Ryan-made floor beams lend extra 
strength to the famous Boeing C-97 
Stratofreighter for -which this com- 
pany is also making rear fuselage 
sections and other components. 
Beams similar to these were built 
into the first rear fuselage assembly 
recently shipped to Seattle. 

An 11 -foot bulkhead for one of the 
Boeing rear fuselage sections is as- 
sembled in a specially designed jig. 
This particular bulkhead uas incor- 
porated in the first fuselage assembly 
shown being loaded on the flatcar. 
Page 1. 

A fair estimate of the tremendous 
cargoes ivhich may be transported 
into Berlin ivhen the big Boeing C-97 
Strato freighters begin operational 
flights is easy upon sight of one of 
the huge cargo doors (shoun left). 
Expert assemblers are aligning ribs 
before skin is attached. 


(Continued frcmi page 1 ) 

Driving himself every minute was Jorge 
Litell, Foreman, Boeing Airplane Assembly 
department, coordinating his schedule 
closely with Airplane Superintendent John 
van der Linde. He and his assistant day 
foremen, Ray Doherty and Jerry Jack- 
son kept on the alert every minute to 
see that nothing held up the big pro- 
gram. Typical of the fine spirit which 
marks the Boeing assembly job was the 
work of Doug Beebe, Foreman of the 
second shift and his assistants, Bill Leitch 
and R. W. "Rosie" Barthol. These men, 
sometimes staying up all night to insure 
completion of some particular important 
phase, contributed greatly to the success- 
ful outcome of the first operations. Play- 
ing an extremely important part, too, were 
Boeing representatives who plunged whole- 
heartedly into the drive. 

Pow-wows were plentiful and prayer- 
ful at the beginning. First stage of the 
operation was adequate planning. Pro- 
duction charts were acquired from Boeing 
for comparison; thorough analysis of 
Ryan's own production records, man- 
power availability and material stocks had 
to be checked. Quantities of new stock 
had to be guaranteed; new tools, jigs and 
fixtures were a necessity; more skilled 
craftsmen had to be added to Ryan's ex- 
perienced array. 

Bill Wiley, Scheduling and Loading 
Supervisor, working with Ralph Flanders, 
broke out stacks of estimating sheets, 
some of them six feet by four feet in 
over-all dimensions. Conferences in the 
office of Bob Clark, head of ScheduEng 
and Production Control, centered on prob- 
lems of material requisitioning, procure- 
ment dates, shop layouts, equipment, fab- 
rication requirements, sub-assembly, as- 
sembly and processing methods, and ship- 
ment in time to meet customer needs. 

To Seattle on many trips went experts 
like Don Wright, Assistant Supervisor, 
Tool Planning department; Joe Williams, 
Supervisor of Material Control depart- 
ment, and Harry T. Brew, Traffic Mana- 
ger. Operations began to hum. Material 
drummed up from many sources by Joe 
Williams and his assistant, Frank Delaney, 
poured in. Biggest headache, Delaney re- 
ports, was getting proper supply of the 
smallest parts, a certain type of rivets. 

Special Boeing-designed assembly jigs 
took form as John van der Linde and 
Jorge Litell set up production lines for 
each of the rear fuselage components. 
Output, already accelerating, is expected 
to triple between this summer and the 
first of the year. Working closely on 
allied problems to get the program off 
to a flying start were Larry Martin, Man- 
(Continued on next page) 


It looks somewhat like a small com- 
mercial dishwashing machine. But the 
recently installed Pangborn Hydro- 
finish liquid-honing machine which 
holds down a convenient location in 
Ryan's new Jet-Cone Assembly depart- 
ment is used for putting a high polish 
on stainless steel parts instead of dishes 
— a glitter that means extra thrust and 
speed for completed aircraft later. 

Main factor in obtaining the required 
satiny finish on stainless steel or Inconel 
parts for the GE jet turbine parts is 
proper mixture of a prepared abrasive 
in ratio of 5 pounds of grit to 5 
pounds of water plus Yi pound of rust 
inhibitor and Yz pound of sur-flow^, a 
compound designed to keep solids from 
"settling" too quickly. Constant agita- 
tion of the mix is essential, care being 
exercised to guard against improper 
starting or stopping of the machine dur- 
ing the day. Valves on pipes below the 
honing compartment allow^ the operator 
to manipulate streams of water and 
abrasive w^hile using his hands for turn- 
ing parts. 


(Continued froin page 14) 

ager of Production Engineering, and Don 
Walker, General Supervisor of Dispatch- 

Considerable ingenuity in planning for 
shipment of the fuselage sections was 
displayed by Charles C. Hasty, recently 
promoted to be Departmental Assistant to 
D. H. Palmer, Plant Engineer. Hasty and 
Brew found San Diego officials of the 
Santa Fe railway helpful with transporta- 
tion, but tunnels between San Diego and 
Seattle presented some new "curves." A 
last-minute check by Brew revealed a 
tunnel repair in Oregon which would have 
forced return of the car, but drastic 
"adjustments" by Hasty and his crew 
enabled the dispatchers to flag the load 
out on time. The fuselage unit skimmed 
through the tunnel with a full inch and 
a half to spare. 


(Continued from page }) 

and noise are carried beneath the fuselage 
and away from the cabin. 

A new exterior air scoop on the right 
hand side of the engine cowl has been 
provided to "ram" fresh air into the cabin 
ventilating system, vastly increasing the 
quantity of fresh air passing into the cabin 
and exhausting from outlets beneath the 
rear seat which empty into the wing 
fillet. The new heater-muffler provides 
adequate cabin heat from the engine ex- 
haust even in the most adverse weather, 
and eliminates the additional installation 
and operating costs of a gasoline-burning 
heater system. 

A major improvement in the Ryan 
Navion last year was the dual fuel system 
with two independent pumps, one engine 
driven and the other an auxiliary with 
electric drive. Now a still better system 
is standard, with the main pump a vane 
type instead of the rubber diaphragm 
pulse type. One of the most expensive 
fuel systems which can be provided in 
the personal-executive class of plane, the 
Ryan dual pump set-up gives the maxi- 
mum in reliability. 

An additional feature of the '49 fuel 
system is the new 20-gallon auxiliary tank, 
available as extra equipment, which can 
be installed beneath the rear seat. Range 
up to 800 miles at economy cruise set- 
tings is possible with the extra gasoline 
tank. It is now placed in a location which 
avoids taking up valuable cargo or bag- 
gage space, and keeps the airplane eg. 
well forward. 

The Continental engine being installed 
in the '49 Ryan Navion now has a 205 
h.p. approved take-off rating and incor- 
porates some important changes designed 
to improve operation. Engines for the '49 
model, again have the silver alloy thrust 
bearing which provided utmost reliability, 
and in addition includes a new steel cam- 
shaft and other recent refinements. 

A new RCA receiver and 6-channel 
VHP transmitter, standard equipment for 
'49, gives greatly improved radio com- 
munication over longer distances. The 
Ryan Navion's radio equipment is well 
ahead of that provided as standard by 
other planes in this class of personal- 
business plane. 

Both the standard and gyro instrument 
panels, and the control panel, have been 
completely redesigned for improved ap- 
pearance and for easier reading, operation 
and identification. More standard instru- 
ments have been provided, including rate 
of chmb indicator, dampened fuel gage 
and outside air temperature, in addition 
to the manifold pressure gage. 

The standard instrument panel cut- 

outs have been designed so the complete 
Gyro group can be installed with mini- 
mum alteration. The redesigned control 
panel includes several new control knobs 
which have been changed to make them 
more sensitive to the pilot's feel for easier 
identification. The new flap control is 
in the shape of an air foil section and 
Incorporates a setting for partial flap con- 
trol so that flaps may be set to any de- 
sired position between retracted and fully 

Four new corrosion-proof synthetic 
enamel finishes have been selected for the 
1949 models. They are softer tones and 
more pleasing than last year when Ryan 
was the first company to offer an all- 
metal personal plane completely painted 
without extra charge. A new contrasting 
striping design is used this year. It gives 
a more sweeping, graceful appearance both 
in flight and on the ground. The new 
colors for '49 are Italian Creme, Royal 
Maroon, Lucerne Green and Riviera Blue. 

Scoring solidly on the target of even 
greater comfort, performance and relia- 
bility, the 1949 Ryan Navion enters the 
new sales season with added values to 
strengthen its already fine reputation as 
America's best-to-buy, easiest-to-fly per- 
sonal-business plane. 


Ne\s' orders for stainless steel metal 
products totalling more than $750,000 
were added to Ryan Aeronautical Com- 
pany's backlog recently, Sam Breder, Sales 
Manager, disclosed upon return from a 
business trip to New York, Washington 
and other eastern cities. 

Prominent in the new business columns 
was an award from Continental Motors 
Company for manifolds for their automo- 
tive engines. Continental's 810 h.p. 12- 
cylinder model engine was developed for 
the Army's new General Patton tanks, 
which develop up to 50% more speed than 
the General Sherman tanks of World War 

Lockheed put in an order for exhaust 
manifolds for the Navy's record-setting 
long-range patrol plane, the P2V3 -Nep- 
tune, the second large order from this 
company this year. From the Glenn L. 
Martin Aircraft Company came an order 
for exhaust systems for the new carrier- 
borne torpedo-bomber plane, the Martin 
Mauler AM-1, already dubbed "Able 
Mable" by Navy aviation personnel. The 
Mauler carries a greater load of explosives 
aloft than any other single-engined carrier 
plane, with improved speed and range to 
match its terrific firepower. 

It may look like a Buck Rogers death-ray ueapoa, but the efficient electric port- 
able spotueUer sbou/n here with Don Ecklnnd at the controls is just another 
mechanical helper in Jet Cone Assembly department. 

Hanging from the overhead, the machine resembles a fearsome Buck Rogers 
gun, complete with trigger section, long projecting "barrels" and appropriate 
accessories. A portable tack-welder of unusual design, the new device speeds 
production in the Ryan Aeronautical Company's Jet Cone Assembly depart- 
ment. Its working jaws or welding electrodes are hollow barrels of heavy brass 
about 2 inches in diameter, extendmg 22;/, inches from the grip area to allow 
work in places normally difficult or impossible to reach by electric weld. Because 
the barrels may be adjusted at will, they can straddle both sides of curved cones, 
reach down into hidden interiors and apply the "heat" to remote parts from a 
wide variety of positions. 

No shock can be received by workmen because the major contact areas of 
the electrodes are of copper, providing a line of lesser resistance for the current. 
A transformer transfers the 440-volt input into lower voltage at the electrodes 
with correspondingly higher amperage — and greater heat. 

Another efficient electric machine installed recently in the same department 
is the Thomson-Gibb 2 50-KVA seam- welder which is particularly useful for 
welding curved parts and tubular-shaped pieces such as Airesearcli heaters for 
the Fairchild C-82 Packets and flange turns in the McDonnell Aircraft Company 
tail cone product. A 54-inch throw is provided at the contact area to allow 
handling of large parts. To cool both the processed parts and the exterior of 
the electrodes two streams of cold water are thrown continuously at point of 
contact upon the metal being worked, a pump returning the water for re-use. 

Twenty other electric welders contribute further to the efficiency of plant 
welding operations. Typical of these is the Federal Press-Type spot-welder 
installed at about the same time as its bigger cousin, the seam-welder. A con- 
denser discharge type machine, it has a capacity of 71 "spots" per minute and 
can work two .080 thickness sheets of aluminum alloy per minute. It operates 
on DC current, three-phase, and is electronically controlled. 

No filler metal is used for any of the welding operations, the concentrated 
heat through the electrodes "liquefying" the small areas of metal directly 
between the contact points into a solid weld. Electrodes themselves are hollowed 
inside to allow a flow of cooling water within their shafts. 


(Continued from page 7) 

Despite the shortness of the field and 
the 6,000-foot altitude, the Navion takes 
off with a load of three people, in three- 
quarters of the usable distance. 

The Goldwaters consider this Rainbow 
Lodge strip at the base of Navajo Moun- 
tain, the most remote landing field in 
the United States, and the least accessible 
to civilization. Tlie nearest railroad is 
175 miles away, and it's 120 miles to the 
closest paved road. 

Horse shoes, saddles and other needed 
equipment have been flown into the lodge 
on many occasions. In one emergency, 
the lodge's electric light plant was kept 
operating because Barry Goldwater was 
able to Navion in with critical repair 
parts and tools. 

"Flying to the lodge from Phoenix 
takes less than 2 hours," Barr)' says. "Con- 
sider this against the 14-hour automobile 
trip required. Because we have no tele- 
phone there and the only mail service is 
by our own pick-up from a country post- 
office 20 miles away, the urgent necessity 
of having our own plane for getting 
needed supplies and equipment into the 
lodge is readily apparent. Perishable foods 
are particularly important items that are 
best transported in the Navion. And 
when guests desire it, we fly them in, 

When severe winter brings hardships 
to Navajo Indians living in the more 
remote sections of Arizona, the Gold- 
waters' Navion goes to work as a depend- 
able relief plane. Flying in food, clothing 
and Christmas gifts to the needy Navajo 
children, Barry carries loads of over 700 
pounds in the plane. In preparation for 
these mercy flights, he takes out the back 
seat, converting the Navion into a roomy 
half-ton aerial truck. 

"There's a recreational side to our fly- 
ing, too," he adds. "Our favorite fish- 
ing spot is near Guaymas, Mexico. We 
fly there in less than 3 hours, which is 
9 hours shorter than the highway route. 
My brother, Bob, uses the Navion during 
the summer to commute to Colorado 
Springs where he maintains a home, just 
as I commute by Navion to La Jolla, 
California, my family's summer retreat." 

"We like our Navion better every dav, 
because we can do things with it. To- 
day, for instance, the plane is at our 
store in Prescott. Tomorrow, it will be 
flown to Dallas, and from there to Phoe- 
nix, by way of Wichita — all in the inter- 
est of business." 

— Robert F. Smith. 

A whole generation has been born, edu- 
cated and made familiar with a new world 
on wings since James L. Kelley, Ryan 
Aeronautical Company's Works Manager, 
started with the U. S. Signal Corps as 
a civilian aircraft production specialist in 
1917. Airplanes were fragile things then, 
many of them little more than flying 
crates of fabric, sticks and wire propelled 
by sputtering engines. Even in their in- 
fancy, however, these predecessors to the 
jet planes, rockets and guided missiles of 
today required in construction a wide 
knowledge of aeronautics and efficient fac- 
tory production methods. 

Just this sort of knowledge distin- 
guishes Ryan's Works Manager. Kelley 's 
record of active participation in aircraft 
production is easily one of the longest 
and most solidly founded in the industry. 
The lessons Kelley learned during his years 
of great and continuing responsibility in 
varied posts proved of vital importance 
during the demanding war years when 
his instinct for doing the right thing at 
the right time won him wide respect and 
recognition. Much of the credit for the 
phenomenal Consolidated B-24 and PBY 
production records deservedly belongs to 
Kelley, who headed up both production 

One of Kelley 's early positions was with 
the Army's Bureau of Aircraft Produc- 
tion in field work for the Air Corps at 
McCook Field, the predecessor of the 
world-famous Wright Field experimental 
base. Subsequent responsible jobs included 
that of Senior Aircraft Inspector. Dur- 
mg this time he was also frequently en- 
gaged on experimental projects. 

In 1929 Kelley left the Civil Service for 
a position as Superintendent in charge 
of production with the Consolidated Air- 
craft Company of Buffalo, N.Y. By the 
time Consolidated made its trans-con- 
tinental hike to San Diego in 193 5 he 
had become Factory Manager, and was 
one of the Company's directors. Later 
he became Division Manager for the ex- 
panded company, and held that billet until 
he ran into a siege of illness. At this time 
he resigned as Division Manager for lighter 
staff duties. 

The years between 1917 and 1947 pro- 
vided Kelley with all the problems and 
production battles that even his Irish sys- 
tem could ask. Aircraft models are 
brought out in prototype almost with- 
out pause, requiring a continuous expert 
balancing of current production, new ex- 
perimentation and modification. Mix into 
this situation the necessity for training 
workers to observe the finest of precision 
methods within extremely close tolerances 
— and headaches begin. 

The necessity of developing new metals 
and ways to machine those metals, plus 




the constant fight against normal tech- 
nical obsolescence makes it easy to under- 
stand why aircraft industry production 
managers develop determined chins and 
strong backs. 

Kelley says he wouldn't choose any 
other kind of job. 

Kelley came to Ryan Aeronautical Com- 
pany as Works Manager in 1948, and has 
settled into his new position with energy 
renewed during an effort to put up with 

the ease of retirement. He's a "move- 
around" man, and keeps just about all 
his "paper-work" and data handy within 
the covers of a medium-sized black loose- 
leaf notebook. 

With Ryan's works manager, good pro- 
duction demands imagination, sound plan- 
ning, attention to detail, and one hell of 
a lot of hard work, including his own. 

He's married, has three children, and is 
a soft touch, he says, in golf. 



Return Postage Guaranteed 

POSTMASTER: If addressee has removed, and new 
address is known, notify sender on Form 3547, postage 
for which is guaranteed. 


R. K. bhait: 

40 71 HAJ.:JE:: 


Sec. 562, P. L. 6C R. 


San Diego, California 
Permit No. 437 



DON'T WORRY if that smooth, concrete runway is 
miles from where you want to go. A Ryan Navion will take 
you into short, rough strips . . . and out again, with ease 
and safety. Think of it! Navion lands at only 54 m.p.h. with 
full gross load. Its high-lift, full-deflection flaps lower 43° 
to make possible slow, steep approaches. Only 875 feet 
are needed to clear a 50-ft. obstacle— both on landing and 

take-off. Navion s husky 205 h. p. engine will give you 
900-ft. of altitude in your first minute of flight! Perform- 
ance like this is mighty important to the man who wants 
a rugged, versatile plane with plenty of utility that'll get 
him there and put him down right where he's needed. 
Yes, Navion s short-field performance is a big reason 
why it's the growing favorite among businessmen pilots. 

WIDE WHEEL TREAD and high ground clear- 
ance... big, steerable balanced nosewheel and 
oversize tires enable you to set the Navion 
down smooth as velvet on rough, soft fields, 
even in cross winds. Big, equalized hydraulic 
brakes ease ground-handling. Deep-stroke 
hydraulic shocks are real heavyweights. 

SAFE, AND EASY-TO-FLY, the 155 m.p.h. 
Navion has amazing stability, is gentle and 
well-behaved. . ."forgives" pilot error short 
of tbolhardiness. It features "two control 
after take-off" . . . yet you have rudder when 
you want it. Stall -resistant wing gives ail- 
eron control beiow stalling speed for safety. 

BIG AND RUGGED, the thick-skinned, all- 
metal Navion represents highest structural 
integrity in aircraft design. Low mainten- 
ance cost and permanent beauty are assured. 
Send now for colorful, free brochure which 
gives complete details on all 29 dramatic 
advancements in Ryan Navion for "49. 





AiPmniLo a©4i© 

Better Gliml), Sliorter Take-Off Witli New Metal Prop 

Installation of Hartzell's new all-metal, hydro-selective pitch propeller as 
optional equipment has increased even more the performance of the 1949 Ryan 
Navion, which has already been substantially improved over that of last year's 

Approximately 10'/^ improvement in take-off and climb performance has 
been shown in exhaustive tests at the Ryan Aeronautical Company factory. 
Equipped with the new metal Hartzell propeller, the 1949 Ryan Navion climbs 
at the rate of 1000 feet per minute in comparison to the 900 feet per minute 
of the standard model with full 275 pound gross load, no wind, at sea level. 
The 1948 model Navion climbed 830 f.p.m.. but did not have the present 205 
h.p. engine take-off rating. Under similar load and wind conditions, the metal- 
propellered Navion will clear a 50-foot obstacle in only 800 feet, compared to 
an 87 5 -foot run for the standard model. 

A noticeable increase in speed beyond the 155 m.p.h. cruising speed of the 
standard model, plus a higher ceiling, has been reported. Like most metal pro- 
pellers, the Hartzell operates more smoothly, with no chance for change in 
balance because of possible warping or moisture pick-up. Then, too, metal 
blades are more durable than wood or metal-tipped propellers, are not so subject 
to possible damage when flying in rain, and require less all-round maintenance. 

Where ground collisions or belly landings cause major damage, metal propellers 
can be straightened and used as entirely satisfactory after rework by the pro- 
peller factory. 


Two Nations on Soldier Bar, a U, S, 
Forestry landing strip located high in 
the mountains of the Primitive area of 
(See story on Page 3) 


Escaped from Ohio winters via trail- 
er in December 1940. Was assistant 
controller for one of world's largest re- 
tail food department stores before com- 
ing West. 

Joined Ryan School of Aeronautics 
on January 7, 1941, as Assistant Sec- 
retary and Assistant to the Controller. 
Today enjoys to full his work as Assist- 
ant Secretary and Assistant to the Con- 
troller for Ryan Aeronautical Company. 

Likes flying and woodwork, too. He's 
married; has three children, all girls. 

Meet Dale H. Ockerman 

APRIL, 1949 VOL. I, No. 4 

Published Monthly By 
Ryan Aeronautical Company, Lindbergh Field, San Diego 12, California 

Charles M. Hatcher, editor Frances L. Kohl, art and production editor Robert F. Smith, Na 

Don Doerr, chief photographer William Wagner, editorial director. 


If you aren't careful, you'll find your 
first impression of John van der Linde 
has fooled you. The tall, easy-going 
Dutchman never seems hurried, seldom 
looks worried. As Superintendent of Air- 
plane Production he faces a host of prob- 
lems daily, but he solves them so easily 
you'd think things sort of ran by them- 

John is a true "old-timer," not only 
with Ryan but in aviation. From the day 
he saw his first barnstorming "crate" in 
Java while still a youngster, he knew he 
wanted to work with airplanes. His father, 
a physician in the Royal Netherlands civil 
service, educated John to be an architect. 
But John, whose full monicker is Haym 
Jan van der Linde, said "to heck with 
that!" He didn't get around to aircraft all 
at once, however. First he went through a 
technical school in Java, then worked for 
a wholesale company where he did every- 
thing from clerking to selling. He even 
sold motorcycles, winning a third place in 
a twenty-four hour endurance run. 

Actual aviation experience began for 
John van der Linde when his family de- 
cided upon San Diego as an ideal place in 
which to live after his father's retirement. 
(Continued on page 7) 

T. Claude Ryan, President of the Ryan Aeronautical Company, discusses with 
John van der Linde, his "fai'orite co-pilot" of 20 years ago, some of the many 
advanced features incorporated in Ryan^s pioneering FR-I "Fireball" Navy 
fighter ivhich proved the practicability of using both propeller and jet thrust. 

Van der Linde (on top of wing) played an important part in rebuilding the 

first "Clondster" plane built by Donald Douglas in 1925 for Ryan Airlines, 

Inc. Ship originally had three open cockpits; was rebuilt in Ryan shops as a 

cabin plane for ten passengers. 

John van der Linde chucked a career 
in architecture to make his tvay 
in early air industry 

MOUNTAIN FLYING: A/a^iom X>te^<ittcd 

All Photos and Cover BY GLENN E. HIGBY 

short field performance and 

ruggedness of Navions 

aid mountain flyers 

Mountain flying sounds dangerous, and it can be, without 
the right airplane and pilot "know how." But mountain pilots 
of the Aircraft Service Company, operating the year round 
out of Boise, Idaho, have proved that their Navion flights are 
not only safe, but efficient and economical. 

Glenn E. Higby, Chief Pilot for the company, is enthusiastic 
about his work despite the rugged terrain. "In our own moun- 
tain flying," Higby declares, "we make extensive use of Na- 
vions. We operate over extremely rough 
terrain, and demand a plane with quick 
take-off and short landing characteristics, 
and above all, stability in flight and rug- 
gedness on small rough fields. 

"The continued success of the many 
pilots who follow the rules of mountain 
flying and seek advice from experienced 
mountain pilots proves beyond a doubt 
that mountain flying do's and don'ts are 
invaluable. Fundamentals of safe moun- 

Strip at Stibnite mine, 6,539 feet above 
sea level, is open year-round, very often 
when roads are blocked with ivinter 
snows. While Navion is loaded for 
flight to Boise, work progresses on neiv 

tain flying are (a) good pilot judgment, 
(b) refusing to take chances with the 
weather, (c) a good airplane and a thor- 
ough knowledge of it, and (d) a strict 
observance of mountain flying rules. 

"We have little else but short, rough 
fields. Many of them are not level, slop- 
ing not only up and down the runway, 
but across the runway. Many of these 
fields are located so that landings can be 
made in only one direction, and take-offs 

in the other, regardless of wind direction. Very little, if any, 
maintenance is done on them. Occasionally the Forest Service 
will drag the weeds and grass." 


Higby describes a winter "mercy" flight by which a load 
of supplies was transported in and dropped on Bruce Meadows 
about 80 miles north of Boise, where several hunters were 
stranded. It was decided to use a Navion to drop the food 
supplies and a bedroll. 

"With a storm moving in, it was hard to say how long it 
would be before we could drop any more," Higby relates. 

"We loaded the supplies, with the weather nearly past the 
point where we could take off. In view of the 5000 ft. altitude 
at McCall, Idaho, and the snow condition on the runway, I 

(Contimied on page 13 ) Liu CI-., another mountain flyer, with Navion on Yellow 

Pine Field high in the million-acre Idaho primitive area. Strip 

is typical mountain variety — short and rough. 

Pilot Higby lands on macadam highway at 6,S00-foot altitude 

despite strong ivind to enable Emmons Coleman of Bradley 

Mining Co7npany to supervise repair of overturned truck. 


Here is story of Ryan Manifold 

^^knoTV-how" from dratving 

board theory to practice 

of prime importance in development of new mani- 
fold is the design and construction of precision tools 
with which to build them. Looking over a jig draw- 
ing in the Tooling department are (L-R) Horace 
"Wally" Wallen, Tool Engineer; Paul Sauter, Fore- 
man of Tool Manufacturing and Design, and Floyd 
A. Cox, Supervisor of Tool Planning. 

End product, a manifold for Lockheed^s record- 
setting PZV combat patrol planes, calls for many 
skills and long experience. 

Ryan exhaust systems help these Navy "Neptunes" 

establish new marks for efficiency and long-distance 


Harry A. Goodin, Engineering department (left) 
and Jack Zippwald, Southern California Sales Rep- 
resentative for Ryan, checking some engineering 
data, exemplify close coordination between Metal 
Products Sales and Engineering departments. 


Back in the fall of 1947 the Navy's multi-purpose P2V 
combat patrol plane, the "Truculent Turtle," took off from 
Perth, Australia. It startled the world by staying aloft for 
5 5 hours without refueling, finally landing at Columbus, Ohio, 
with a brand new distance championship of 11,236 miles! 
That record for a non-refueled flight still stands. 

The story of the Lockheed P2V performance is a team story 
— one which was achieved only through highly efficient func- 
tioning of men, aircraft and engine components. The succes- 
sors to that record-busting "Truculent Turtle" are maintain- 
ing its reputation for endurance and efficiency. And Ryan- 
made exhaust systems are important factors in their continu- 
ing successes. 

Besides carrying off the heat and gas from engine combus- 
tion, Ryan exhaust systems put hot air to work by channeling 
it into carburetor and cabin heating devices; by transforming 
its energy into jet thrust for added speed; by piping heat to 
wing and tail surfaces to combat icing, and, in military air- 
craft, heating guns and control surfaces. 


"First step in the creation of any manifold-to-be," we learn 
from Charles M. Byrne, Chief Metal Products Engineer, "be- 
gins with the customer's need for a particular system adapted 
to the engine installation in the plane under design. To develop 
an exhaust system of highest efficiency and with best main- 
tenance characteristics for long service life, the manifold de- 
sign must be undertaken at the same time initial layouts are 

Good planning means good production. Here (L-R) Ray Ortiz, 
Superintendent of Manifold Production; G. E. Barton, Production 
Matiager; Ralph Flanders, Supervisor of Scheduling, Ordering and 
Stores, and Bob Clark, Schedules and Prodtiction Control. Manager, 
debate some plans. 

made for the powcrplant as a whole. Proper pre-planning 
eliminates excess weight and inefficiency which might occur if 
the manifold were merely an afterthought — as it was in earlier 

At present there are three general types of exhaust systems. 
One is the universal joint type commonly referred to as the 
Ryan "ball and socket" design, which is composed of two or 
three sections bolted rigidly together and mounted on the 
engine mount ring or inner cowl through a series of links. The 
manifold is connected to the engine through the use of 
patented universal or "ball and socket" joints which absorb 
engine movement, vibration and expansion. 

A second type is the conventional slip joint manifold com- 
posed of individual sections mounted cantilever on the engine 
exhaust ports and connected by means of collars which act as 
expansion joints. The third type is the short or ejector stack. ■ 
Used mainly on military aircraft, and on DC-6 and Convair- 
Liner powerplants, this type consists of individual stacks for 
each cylinder or pair of cylinders. 

As early as possible a decision is reached on basic design. In 
the Lockheed P2V order, the process begins with contact be- 
tween Jack Zippwald, Southern California sales representative 
for Ryan, and the Lockheed Aircraft Company. A formal 
request is then sent by Lockheed describing exactly what is 
(Continued on page 11) 

Photo-loft reproduction technicians Glenn Wilds (left) and Dave 
Monesmith set aluminum original template into place on grilled 
photo reproduction rack preparatory to ^'taking its pictttre" for later 
transfer to sensitized cold rolled steel plates of same size. Plates 
later form templates for plaster modeling operations. 


With The Greatest of Ease!" 

^'W heel-only-after take-off" control makes cross-country 
flying a luxury cruise due to Navion's unique system 


Assistant to the Vice-President 

Proving popular with veteran pilots and fledglings alike, the 
unique "two-control" coordinating system of the Ryan Navion 
is adding still further pleasure to flight hours in the Ryan 
Aeronautical Company's luxurious personal-business plane. 

Basic principal of the Navion's automatically coordinated 
system is a patented inter-connected aileron and rudder con- 
trol. This permits flying with wheel control only, or choosing 
the conventional three-control system merely by using the 
rudder pedals in the normal way. 

The great advantage of this automatic coordination is that 

rudder during climb immediately after take-off for light torque 
effect, or in particularly turbulent air. 

Combined with its exceptional inherent stability, the Nav- 
ion's "wheel only after take-oflf" control system makes cross- 
country flying a restful, mile-easy cruise. Full control of the 
airplane is also possible by using the rudder pedals only since 
the aileron-rudder linkage provides the necessary coordination. 
This leaves the pilot's hands free for extended periods to ar- 
range maps and navigational equipment, unhampered by both- 
ersome wandering from course and the concentration otherwise 
necessary to maintain level flight. 

while the two-control "wheel-only" system has been demon- 
strated as the simplest and most relaxing, allowing perfectly 
coordinated banked turns up to 60 degrees, the Navion arrange- 
ment has the additional advantage of normal three-control 
when the pilot wants it. In the Ryan Navion system, the rud- 
der pedals become effective by slight pressure on the spring- 
loaded inter-connected hook-up. 

This extra directional control is, of course, particularly use- 
ful for take-offs and landings involving operation from rough 
fields and in cross-winds. It is also general practice to use the 

One Ryan Navion pilot with more than 300 flying hours 
logged since taking delivery of his plane reports that he never 
touches the rudder after take-off, and believes that he has no 
more than 4 hours total "rudder time" logged on the plane. 

With the business man in his forties definitely established as 
the principal user of the personal-business class of plane, surveys 
show that these men have a definite preference for simplified 
control. They are interested in a safe, easy-to-fly, stall-and-spin 
resistant plane in which there is no necessity or desire to learn 
{Continued on page 12) 


(Continued from page 1 } 
He was 20 years old when he first saw 
San Diego in 1922, and full of youthful 
enthusiasm for his first job — helping to 
rebuild single-seat war surplus planes into 
two-place jobs. For each week's toil he 
earned 1 ' 2 hours flying time as pay. 

"Darned good pay, too," John declares. 

Van der Linde's quickness to learn, the 
ease with which his skilled hands mastered 
both engine and aircraft ailments, his en- 
thusiasm — these qualities prompted Haw- 
ley Bowlus, then Chief Mechanic for the 
newly organized Ryan Flying Service, to 
offer him work as his assistant. When 
Bowlus later organized the Bowlus Sail- 
plane Company John moved up to be 
Chief Mechanic for Ryan. 

Aviation was no place for specialists in 
those days. John could do many things 
beside tune engines, piling up more than a 
thousand flying hours. Young T. Claude 
Ryan, president of the Ryan Flying Ser- 
vice, found him a good man at the stick. 

"He was my favorite co-pilot," Ryan 
declares. "John always knew what he was 

The Ryan "shop" was then a not too 
impressive shed, and the twenty-five em- 
ployees, including the boss himself, had 
to be men of all trades. But, from the first 
day, John has continued to climb. He was 
the first man in San Diego to earn a CAA 
(then Department of Commerce) air- 
craft and engine license. His number was 
486. Only recently he received his 1949 

Flying was all right as part time work, 
but John preferred actual tinkering to 
piloting. "Active flight is too dull," he 
claims. "Just like another furrow to a 
farmer, — that's having to fly every day." 
There were thrills, though. One of these 
came during the period in which Charles 
A. Lindbergh was getting ready for his 
famous transatlantic solo hop in 1927. 
The youthful pilot of the Spirit of St. 
Louis went out for a test flight and be- 
came "overdue" in a heavy fog. John and 
J. J. "Red" Harrigan, now employed as 
an Inspector in the Sheet Metal depart- 
ment, went out to look for him. "My big- 
gest thrill, believe me," said John, "was 
when we found him! His plane zipped by 
our plane wingtip to wingtip, headed in 
opposite directions, with only inches to 
spare! Whoosh! We came right on back 
to the field." 

John went to another aircraft company 
between 1929 and 1936, returning to 
Ryan Aeronautical Company in May of 
the latter year under the Foreman of 
Final Assembly. Three or four months 
later, John moved into the Foreman billet, 
holding it until 1939. Promoted to Gen- 


Business problems gave way to laugh- 
ter and the smooth strains of accordion 
and violin last month as the Ryan tore- 
men's Club staged its annual dinner- 
dance. Scene of festivities -was Casper's 
Rancho, the lights were low, spirits 
high, and a good time, as the country 
newspapers used to put it, was had by 

Greeted at the door (upper right) 
with free corsages for the ladies were 
(l-r) Frank Voll, of Metal Products 
Sales office, Mr. and Mrs. Earl Beebe, 
guests, and Mrs. Volt. 

Spotlighted during the evening was 
M. W. "Buck" Kelly, foreman of Air- 
plane Sub-Assembly, who put past pro- 
fessional band experience to good use in 
a session with the drum sticks — wooden 
drum sticks, that is. 

eral Foreman of Aircraft Assembly in that 
year, he continued to turn out a high or- 
der of production and was made Superin- 
tendent of Airplane Production just be- 
fore the Pearl Harbor debacle. 

During his years with Ryan, John at 
one time or another also held successfully 
the post of Superintendent of Fabrication 
as well as other departmental assignments. 
He was Night Superintendent of Produc- 
tion for the company over one period of 
fourteen months. In his present position, 
van der Linde has met successfully every 
test of war and postwar problems. 

A recent accomplishment of his depart- 
ment was the establishment of facilities 
for large-scale production of rear fuse- 

lages for the famous Boeing Stratofreight- 
ers, and prompt delivery of first units. 

John's hobbies? "My two boys and the 
back yard. I sort of like the back country 
and the desert for week-end trips," he 
says. "But no long-distance traveling. I 
went all around the world before coming 
to San Diego and here I want to stay." He 
and Mrs. van der Linde, also of Dutch 
parentage, live at 45 50 Fifty-sixth Street; 
prefer a quiet social life. 

Just about everybody at Ryan knows 
van der Linde and everyone who knows 
him likes and admires the tall Dutchman 
who knows so much about aviation, and 
talks so little about his own Hvely part 
in its history. 





To you, a passenger in a Ryan Navion at 9,000 ft. altitude, 
Alamogordo is a dusty little town huddled forlornly upon the 
western foothills of the Sacramento mountains in eastern New 
Mexico. Ranchers, you are told, come into town on Saturday 
night for groceries and gossip; cowboys hitch their ponies two 
to a parking meter before their big weekends. Except for the ship- 
ment of cattle and lumber products, there isn't much going on. 
The alkali desert which stretches barren miles westward to the 
jagged peaks of the San Andreas is forbidding and apparently 

But take a closer look. To the north lie the 
glaring white gypsum deposits which are known 
the world around as White Sands, New Mexico. 
Miles to the southwest are strange looking tow- 
ers, gaunt metal structures designed to launch 
the roaring V-2 rockets which may change the 
course of human events some dav. The Navv's 

They like it tht 

despite rug 

hours a\ 





famed Aerobees, parts for which are manufactured by Ryan, are 
also launched from this same area, just east of Las Cruces, as are 
many other missiles under development. 

Your Navion noses down gently for a landing on a long paved 
strip which emerges from a dusty haze just south of the dry 
lake of drifted white sands. You read the signs on the wooden 
buildings behind the aircraft hangars: "HoUoman Air Force Base." 
Here, you know, are scientists and technicians of many aircraft 
companies and from U. S. defense organizations. 
As your Navion's prop comes to a stop, a grey 
Ryan Aeronautical Company sedan pulls up 
near the wing of the plane and familiar Ryan 
faces beam at you and pilot "Ace" Morton. 
They are part of a close-knit band of experts 
who are on advance base duty for science as 
well as for their company. 

(Continued on page 10 ) 

in Alamogordo 
\i life, long 



Virtually unknown to the general public and only obscurely 
recognized by many Ryan Aeronautical workers, is this de- 
tachment of technicians whose devotion to Ryan's guided 
missile project is unquestioned. The missiles are designed and 
built at the company's 43 -acre San Diego plant, then sent to 
Alamogordo for the actual firing and flight testing. These 
technicians are led in the field by Robert Shaver, Field Test 
Supervisor, who reports to Sam B. Beaudry, Project Engineer 
assigned to guided missile development. 

It isn't hard to understand why the government selected 
this particular area for top secret experimentation. Monotonous 
deserts rimmed by bald brown mountains, a hundred sweeping 
miles of sagebrush visible from any knoll — these lend no en- 
chantment to those whose duty places them so far off the 


beaten track. Alamogordo's population, almost doubled since 
the advent of "the Bomb," still musters only 7,000 hardy 
souls. And without an MD surgeon in town it is just as well 
that the bodies of Alamogordo's citizens are as hardy as their 
souls. Language-wise, most of the inhabitants speak Spanish 
as easily as English. They depend upon El Paso, Los Angeles 
and Albuquerque newspapers, along with the radio, for infor- 


First hand reaching up to help you from the plane belongs 
to Bob Shaver. After unloading and stowing on a trailer the 
valuable cargo you brought from San Diego, everyone heads 
for a squat, one-story building prominently identified as the 
home of the "Ryan" project. Clearance through Air Force 
Security is established and after a trip around the base, vou 
follow some of the daily routine in the Ryan shop. 

The building looks better than adjoining structures, perhaps 
because some of the Ryan men dug up some paint and slapped 

on a couple of coats recently. A number of electric heaters 
thaw out the lingering chill. At benches lining the walls little 
groups become absorbed in detailed operations. Mysterious 
gadgets are opened for investigation and check; highly re- 
stricted technical material is worked over, adjusted, made 
ready. An alert young officer, project officer for the Air Force, 
checks through paper work at his desk opposite Shaver, chats 
with Ryan specialists as they work, discusses with Ed Sly 
results of a previous test. 

"Wanta go out on the range and see where the last test was 
made?" Ed asks. 

You unwarily assent and, with Bill Berry who works with 
Sly, jauntily climb into a seat next to Ed, who is driving the 
weapons carrier. After a run of several miles you find yourself 
in the middle of what appears to be the most for- 
lorn spot in the world. Ed stands on the left run- 
ning board, driving with one hand, the car in low 
gear. Berry perches high to your right. They're 
searching for something you can't discuss. For 
about three hours you bounce crazily through 
every motion a bad-tempered bronco could have 
devised in his meaner moments. Then, late in the 
afternoon, they find what they were looking for. 
Ed wheels the truck back to base, the cold wind 
bringing water to your eyes. Within minutes of 
your return the day's chores are cleaned up. All 
hands pile into the assorted vehicles used for 
transportation, and the jaunt "home" to Alamo- 
gordo begins. 

First view of the town leaves you thoroughly 
unenthusiastic, the original adobe buildings of the 
southern section looking as if a good gale would 
crumble everything to dust. You whiz past the 
mercantile center almost before a pointed finger 
indexes it for you, and swing into a modern auto 
court where the single men of the Ryan unit pitch camp. The 
accommodations prove to be comfortable enough. The four 
single men are Milton "Dave" Davidson, Douglas "The Hound" 
Hounsell, Charles "Meatball" Mead and Steve Anderson. Mar- 
ried men in the group include Bob Shaver, Ed Sly, Mickey 
McDaniel, Guy Towle, William "Wild Bill from Tucumcari" 
Berry, Charles McNeil, Robert Mawson and Ray Reynolds. 
The Ed Slys and Charles McNeils are newly wed; find living 
accommodations a simple matter without children to provide 
for, and relieve the tedium with frequent trips to adjoining 
communities. Townfolk speak highly of the entire Ryan group 
and its share in civic life. 

Housing for the other civilian families is a more serious 
matter. Few rental accommodations for families are practical 
in so small a place, and Ryan people make the best of what is 
available. Families of Army personnel live in quarters on the 

After youve washed off some of the dust and put on your 
other clean shirt, you ask Shaver about entertainment possi- 
iContiniicd on page 14) 



(Continued from page 5 j 

wanted and asking for price quotations 
and design proposals. These are received 
and considered by the Ryan Metal Prod- 
ucts sales department headed by Sam 

Breder turns the matter over for fur- 
ther discussion of details to Assistant Sales 
Manager Joe Small and Zippwald, who 
confer with metal products engineers. The 
Engineering department studies Lockheed 
preliminary drawings carefully, then pre- 
pares design proposals and bid drawings. 
At the same time, Standards and Estimat- 
ing department under Stewart M. Eraser 
prepares a complete cost estimate for the 
quantity of manifolds desired. The paper 
work then goes back to the Sales depart- 
ment for submission to the customer. Eor- 
tunately only a small portion of the total 
paper work need be forwarded since 
enough vellum, sketch paper and blue- 
print stock is eventually used to cover 
half a basketball court. 

Upon acceptance of the Ryan design 
proposals and preliminary cost estimates 
the drawings are returned for further 
conclusive conferences between Ryan 
Metal Products engineers and Lockheed 
representatives. A purchase order follows. 
In turn, Ryan Sales department writes a 
re-affirmation of this company's inten- 
tions, prices and the specifications to be 

Einal approval secured, the Metal Prod- 
ucts engineering department then makes 
working drawings. When the customer's 
final O. K. is received, the drawings are 
released to the shop. But all this is just a 

Meanwhile the production departments 
which will be concerned with the pro- 
posed new order have been kept informed 
of negotiations. While detail work in En- 
gineering continues, preparation is ac- 
celerated in Production Engineering, un- 
der Larry C. Martin; Standards and Esti- 
mating under "Stu" Eraser; Plant Engi- 
neering under Durward H. Palmer. All 
cooperate closely with Bob Clark's Sched- 
uling and Production Control department, 
so that drawings, tools, equipment, ma- 
terials and man-hour requirements can be 

Preparations to insure an adequate sup- 
ply of all necessary materials are being 
completed, meanwhile, in the Material 
Control and Purchasing departments. As 
soon as Production Engineering decides 
upon its material needs, it forwards a de- 
tailed bill of materials to Material Control. 
Here Joe B. Williams, General Supervisor, 
and his force act to check existing stocks. 

determine requirements for any unusual 
items and forwards purchase requisitions 
to the Purchasing department. Usually 
great quantities of steel such as are used 
in manifold production are bought in car- 
load lots in regular increments during the 
fiscal year. 

The Purchasing department, under R. 
Douglas Maw, acts promptly upon Wil- 
liams' requisitions. Thorough negotiations 
are undertaken with vendors. "Our aim," 
declares Maw, "is to obtain the best quality 
of material at the right times and in ade- 
quate amounts at the most advantageous 


Hitting the headlines frequently these 
days are two former Ryan Aeronautical 
Company and Ryan School men, whose 
jobs are flying the largest commercial and 
military passenger transports in the United 
States. They're John B. Fornasero and 
Philip N. Prophett. 

Fornasero is now 
chief of flight test 
for Boeing Airplane 
Company, and earn- 
ing high praise in 
connection with his 
skill in Stratocruis- 
er / Stratof reighter 
shakedowns. From 
1928 until 1937, 
however, he was one 
of Ryan's busiest leaders, acting as chief 
instructor for the Ryan School of Aero- 
nautics; as chief test pilot for the Ryan 
Aeronautical Company and as one of the 
aerial godfathers of the famous Ryan S-T 
sport-trainer plane. Later he was chief 
engineering inspector for CAA at La- 
Guardia Field, New York, and with Fair- 
child Aircraft and Engine Corporation, 
prior to joining Boeing. 

Prominently iden- 
tified with the huge 
Convair XC-99, larg- 
est land-based pas- 
senger plane in the 
world, Phil Prophett 
came to the Ryan 
School of Aeronaut- 
ics as a student in 
1937, continued as a 
top flight instructor 
for three years, then 
went to Convair where he has consistently 
demonstrated his skill in aircraft handling. 
At Convair, he worked under Russell 
Rogers, who was test pilot on the first 
XC-99 flight, going along on that hop as 
co-pilot. He was first pilot on the recent 
flight of the XC-99 from San Diego, Cal- 
ifornia to Fort Worth, Texas. 



prices." That, as might be surmised, takes 
some doing. 

In Production Engineering, Floyd Cox, 
Tool Planning Supervisor, works with 
tooling experts to decide on numbers and 
types of tools the job will need. 

"Types of materials, pre-determined by 
customer and Ryan engineers in consulta- 
tion, are important factors in design and 
procurement of tools because of varying 
hardnesses of materials and inherent dif- 
ficulties in working different metals," Cox 

"When needs have been settled, Horace 
"Wally" Wallen and his Tool Design de- 
partment execute the actual design and 
ordering of the tools, and Paul Sauter's 
tool shop makes all those which are manu- 
factured in our plant." Cox further em- 
phasizes the necessity for ingenuity in this 
department to avoid designing too many 
special jigs and fixtures not adapted to 
general production use. 

Tool planning sets up the technical 
aspects; gives instructions for shop pro- 
cedures. It also decides on instructions for 
actual tooling, equipment which may be 
needed and which new or additional han- 
dling fixtures will be required from Plant 
Engineering. The master plan for shop 
orders has gone to Production Control 
where Ralph Flanders and his assistants 
confer with all activities concerned before 
laying out schedules. The flow of work 
has, in succession, fallen upon engineering, 
tooling, production and plant engineering 
in coordination with Production Control. 
Control now increases its participation 
when Flanders receives from Cox the 
"ditto masters" or "operation sheets." 

Flanders usually has a handful of 
purple-printed cards on his desk. He holds 
up a sheaf. 

"These operation sheets," he says, "form 
the manufacturing plan. Working cards 
are made up on the ditto machines, listing 
the exact sequence of operations and all 
other information the workers and inspec- 
tors will need. It's a really detailed data 

With the manufacturing plan available, 
Flanders next develops schedules and re- 
leases shop orders. The manifold process 
then divides into two further phases — 
production and dispatching. The produc- 
tion sequence includes actual creation of 
the manifold from template to finished 
exhaust system; the dispatching group 
controls schedules and produces the mul- 
titude of reports necessary to keep parts 
and materials flowing efficiently on time. 
Up to this point, paper work has pre- 
dominated the scene, except for tooling. 
Transfer of drawn and written specifica- 
tions to templates and conversion into 
plaster models and metal dies is the next 
step, to be discussed in a later issue. 

— Charles M. Hatcher 



(Coiitinuctl from page 6) 
acrobatic flying. A significant percentage 
of new owners are pilots who have gradu- 
ated from Ercoupes into Navions because 
they feel so much "at home" with the 
latter's selective two-control system. The 
added relaxation the pilot enjoys by not 
having to keep his feet on the rudder has 
been favorably commented on by this class 
of owner. 

As one owner puts it, "The Navion's 
two-control feature after take-off appeals 
to all Ercoupe pilots, and there are plenty 
of them like myself who can afford to 
buy a bigger plane." 

Connection between ailerons and rud- 
der is so arranged that when the wheel is 
turned to move the aileron surface, and 
bank the plane to right or left, a limited 
movement of the rudder will automatic- 
ally be accomplished to effect a coordi- 
nated turn. 

While it was formerly thought that 
some initial instruction in two-place 
planes was necessary before pilots cov-id 
learn to fly the larger, faster four-place 
planes with flaps and retractable landing 
gears, that is no longer the case, according 
to experience gained in the Ryan Navion. 
Many sales are now being made to owners 
with no previous flying experience, who 
are then taught to fly the Navion without 
instruction in any other plane. 

A typical example is Howard C. Mus- 
selman of Pacific Installation Co., refrig- 
eration contractors of Seattle, Washing- 
ton, who soloed his Navion after only 
seven hours instruction. The amazing fact 
in this case is that Musselman had no pre- 
vious training in any other type ship. 
Musselman was instructed from the very 
first flight in use of retractable gear, flaps, 
controllable pitch propeller and radio. He 
had owned h!s Navion only nine days 
wh:n he soloed. The Navion was chosen 
by his company because of its safe flight 
characteristics at low speed and its adapta- 
bility to small, rough fields, Musselman 

Another case involves the Navion used 
on Porter and Sons 10,000-acre "A D 
Ranch" near Clovis, New Mexico. R. C. 
Porter, son of Cecil Porter, was the only 
member of the family with any flying ex- 
perience prior to their purchase of their 
Navion. The father, however, was soloed 
in it in a little over six hours total instruc- 
tion time. Robert Ray, 20, Cecil Porter's 
son-in-law, was soloed in four hours and 
45 minutes, also without previous train- 
ing. Two other sons, Robert, 18, and Jack 
Porter, 16, were about ready to solo at 
last report. 

The Ryan Navion's coordination system 
includes two cables and spring assemblies, 
interconnecting the aileron and rudder 
cables on each side of the airplane. At the 

rudder cable end of each coordinating 
control unit is a large coiled spring, 
through which the rudder cable passes. A 
fairlead, secured to the coordinating unit 
and sliding over the rudder cable, prevents 
the spring from riding on the rudder 

In addition to these springs, light ten- 
sion springs on each side are provided to 
take up any coordinating slack. Steel balls, 
swaged onto the cables at fixed positions. 

provide the interconnecting points, except 
at the aft end of the coordinating cables. 
There, threaded cable fittings connect to 
a clip engaging the large spring. 

The Ryan Navion may be flown from 
either set of dual, side-by-side wheel and 
rudder type controls. Adjustability of the 
right seat allows complete freedom of 
movement for non-pilot passengers with- 
out control interference. 


. , . Baby Turkeys, That Is! 

Even in these days of giant airliners a 
plane that carries more than three thou- 
sand "passengers" is bound to attract at- 
tention. That's why we're writing about 
Wallace N. Lindskoog, of Turlock, Cali- 
fornia, who has carried a "passenger-load" 
of 3,375 aboard his four-place Ryan Nav- 

"Ninety per cent of our business flights 
— and business flying is about the only 
kind we do — are made to deliver turkey 
poults. We put nearly three-and-a-half 
thousand of them into the Navion with 
case," he explains. 

"But this gets us a little ahead of our 
story, for we actually start things out by 
picking up eggs with the plane, and flying 
them back to our turkey hatchery at Tur- 
lock where they are processed. The 
hatched-out poults are later delivered by 
plane to the customers' brooders. 

"After I've loaded the Navion com- 
pletely full of boxes, I can still climb into 
the cabin, drop comfortably into the 
pilot's seat, reach up, close the hatch, and 


"Since using the Navion as a turkey- 
liner," Lindskoog asserts, "we've increased 
both the radius of our operations and the 
quality of our service. I can honestly say 
the Navion has placed me far ahead of my 
competitors in service rendered to cus- 

"Before getting our plane, we used to 
steer clear of small orders, but now that 
we save so much time with our flying 
service, we take care of the little business 
as well as the big, and discover that small 
orders into big ones often grow." 

Lindskoog is frequently asked if it isn't 
troublesome and expensive to haul his 
poults from the hatchery to the airport 
when it comes time to load them aboard 
the plane. 

"This presents no problem," the air- 
minded turkey-raiser replies. "We have 
our own landing strip right by the hatch- 
ery. We take off away from town and 
land towards town. 

"This necessitates many downwind 
take-offs and landings. There is a barn 
right at the end of the runway. Conditions 
aren't exactly ideal, but a "forgiving' air- 
plane like the Navion fits the bill. 

"You can see that with the aid of our 
1,700-foot private field, we can taxi along- 
side the hatchery buildings themselves 
and load the poults aboard easy as you 

"I used to say that I just didn't have 
the time to make many business trips 
which seemed desirable. Now that I have 
my own airplane. I not only make all those 
trips, but also feel well-equipped to handle 
any emergency situation which may arise." 



(Co)itinucd from page 3 ) 
had serious doubts whether we could take 
off with the load we now had, which in- 
cluded Chester A. Moulton, State of Idaho 
Director of Aeronautics, myself, and 2 50 
pounds of supplies and bedding. To make 
matters worse, we had a 90 degree cross- 
wind from the left of about 10 miles per 
hour. I thought that I knew what a 
Navion would do, but that take-off was 
really a surprise to me. 

"I dropped about one-half flaps, and 
applied full power. As the plane began to 
roll, I pulled the wheel clear back and the 
nose wheel rose out of the snow and the 
plane began to pick up speed rapidly. In 
about 100 feet, it was no longer breaking 
through the lower crust, and in approxi- 
mately one-half of the field it pulled itself 
into the air. The length of take-off was 
about 1200 to 1500 feet. This was amaz- 
ing to me, because I had seen a lot of 
planes use nearly all of this runway, when 
there was no snow, to get off the ground! 

"I know of no other modern, 4-place 
airplane with which I would have tried 
this take-off! 


"Once in the air, we had to outrun the 
storm, which had already begun to pass 
over our heads, and the ceiling was rapidly 
dropping to the ground. The storm was 
moving at an approximate speed of 50 
m.p.h. When we took off, all we could see 
was a light area under the storm to the 
southeast of us. Fortunately the marooned 

(Continued on page 16) 


If Charles M. Byrne, 
Ryan's new Chief Engineer 
of the Metal Products 
Division, looks husk) 
enough to play a bruising 
game of football, it's no 
illusion. He played in all 
major sports at Case School 
of Technology in Cleve- 
land, Ohio, earning letters 
in football, basketball and swimming. 

Byrne tackled his subsequent engineer- 
ing career as dynamically as he did full- 
backs on the gridiron. Within a short 
time following his graduation from Case 
he had managed to (a) complete an addi- 
tional course of engineering studies at 
Iowa State College, (b) acquire a sub- 
stantial practical education in working 
the materials and processes he would later 
figure with on paper, and (c) climb to 
the position of Resident Chief Engineer 
of the first aircraft company for which 
he worked. 

From the day he chose aeronautical 
engineering as a career, Byrne put his 
plentiful energies to filling in all possible 
gaps. To understand the difficulties of 
making engineering drawings practicable 
to the man in the shop and in the field, 
he went through several years of shop 
assignments. Here he learned what goes 
on in the modeling shop, the foundry, 
drophammer department, all processing 

departments, inspection 
and in scheduling. Ex- 
tremely important in his 
later work was a Supervi- 
sorship in Cost and Esti- 
mating where he came to 
be familiar with methods 
and standards. 

Byrne has designed com- 
ponents for pretty nearly 
everything in the aircraft powerplant field 
from rocket propulsion units to conven- 
tional reciprocating jobs. He even went 
outside the aviation field on one occa- 
sion to produce a neat stainless steel beer 
barrel, a harder job than the uninitiated 
might believe. 

Ryan's new Metal Products Chief En- 
gineer participated in design of component 
parts for the first jet engine to be put into 
production in this country, the General 
Electric 1-16. He followed, in subsequent 
work, with the General Electric J-33, and 
studied turbo-jet designs of half-a-dozen 
different types. 

His familiarity with General Electric 
jet design and procedures aided him great- 
ly in design and engineering work on his 
first assignment with Ryan Aeronautical 
Company, that as Project Engineer on 
General Electric jet engine parts. His ap- 
pointment to his present position followed 
when Ralph Haver was named Assistant 
to the Chief Inspector recently. 


One of a battery of electric welding machines aiding the 
Ryan production crew to set new and better standards in weld- 
working heat-and-corrosion proof metals, this Thomson-Gibbs 
2 50 KV seam- welder produces consistent welds which resist 
600 pounds or more separation pull. 

The electrodes by which the seam-welder creates the tre- 
mendous heat necessary to "liquidate" the small portions of 
metal directly between the upper and lower copper nodules 
are hollow, with a flow of water within their points to keep 
them from overheating. 

This machine can handle large parts, a 54-inch "throw" at 
the contact areas allowing movement of bulky sections. Design 
of the seam-welder makes it particularly useful in working 
tubular pieces and curved or normally inaccessible areas. 

This particular piece of equipment was installed recently in 
the Jet Assembly department, and has proven extremely useful 
in expediting work on jobs such as the AiResearch Heaters for 
Fairchild C-82 Packets and on McDonnell Aircraft Company 
tail cone products. 




meeting at the Ryan factory. Typical of pleased comments were those of 
Charles Tot-h, president of Toth Aircraft & Accessories Company, Kansas City, 
Missouri: "I really enjoyed the distributors meeting and came away with new 
enthusiasm and the feeling I hod learned very much from the ideas expressed 
there." Charlie adds, "During a most comfortable trip bock from the factory, my 
son Jim and I, covered approximately 1,450 miles in 9 hours 22 minutes flying 
time, averaging olmost 1 70 mph part of the time." 

WOMAN'S WORLD. Add lovely Nora McCaffree to your list of oir-gols contributing 
to the success of Ryan Novion soles and customer satisfaction. Blonde wife of "Mae" 
McCaffree, headman of Oskoloosa Airways, Inc., Nora handles the instruction and 
charter phases of the business. Charter flights as for away as Tennessee and the 
Pacific Coast ore part of her high-geared schedule. Biggest thrill this year? Taking 
delivery with Mac on Oskaloosa's first '49 Ryan Novion, of course. 

CAROLINA AERONAUTICS, headed by Hugh A. Eudy, for- 
mer regional soles manager for Stinson, is spearheading its 
1949 Ryan Novion sales campaign with concentrated mail- 
ings to doctors, dentists and automobile dealers in North and 
South Carolina and Tennessee. First '49 Ryan Novion sole 
by this southern distributor was mode to W. Perry Smith 
Motors Company, Inc., Columbia, South Carolina, Studeboker 
dealer. Organized with headquarters in Hendersonville, North 
Carolina, Carolina Aeronautics currently is setting up within 
its territory a Ryan Novion dealer network composed of out- 
standing aircraft soles and service centers. W. B. Coxe of 
Greenville, S. C, received the initial dealer appointment. 


PROSPECTS FOR 1949 RYAN NAVION SALES in South America were boosted sev- 
eral notches this month with the announcement of distributor appointments for Brazil, 
Venezuela, and Chile. Newly-signed to sales and service contracts within these coun- 
tries are Dias Henriques & Cia. Ltda., C. Adrianxa y Cia., and Salinas, Fabres y Cia., 


"SUCCESS STORY" reads the headline of Humble Oil Company's full-page 
advertising tribute in SOUTHERN FLIGHT Magazine for March to Monroe & 
Witt, Ryan Novion dealers in San Antonio, Texas. Moody Monroe and Jimmy 

Witt, successful directors of this prominent dealer organization, rote congratula- 
tions from fellow members of the Ryan Navion program for their work in 
Navion sales and service in the South Texas area. 

C. E. "JIM" KENEALEY, Manager of Bakersfield Airpark, direct- factory dealer in 
California's Son Joaquin Valley, provides this month's promotion "Special." His trim, 
attractively-covered booklet titled "The Air Charter Story" colorfully describes his 
organization's exclusive use of Ryan Novions for charter work. Other features of this 
handsome moiling piece ore a list of charter rotes and simple principles for weather 

THREE CHEERS. "I would like to compliment you on your excellent dealer, 
Turgeon Flying Service, Inc. at Sky Harbor Airport, Northbrook, Illinois. They 
certainly did a wonderful job on our Navion ... an expert piece of work if I 
ever sow one. It is quite a revelation when someone knows the product they ore 
working on and con tune it up so well. In an airplane, it's core for the little 
things which counts." M. C. Stoddard, President, Stoddard Manufacturing Co., 
Mason City, Iowa. 

AVIACION URUGUAYA, one of South America's leading aviation magazines, cur- 
rently carries a full-page Ryan Navion advertisement, sponsored by Miller, Medeiros & 
Bastos, distributor in Montevideo. Such well-placed advertising is one of the effective 
methods which M. M. & B. has utilized to keep the world's outstanding four-place 
plane in the forefront of Uruguayan private aircraft. 

TEXAS RYAN NAVION DEALERS met at the Ryan factor/ lost month to take 
delivery of their first 1949 model Novions and to confer on soles and service 
policies. Leading the group was Leslie H. Bowman, president of General Aero- 
nautics, Inc., distributor for the Texas area. Attending besides Les and his right- 
hand man. Bill Fate, were: Cliff Hyde, Houston; Don Lynch, Houston; Moody 
Monroe, San Antonio; Jimmy Witt, Son Antonio; Roger Gault, Corpus Christi; 
Bobbie Ragsdale, Austin; Norman Hoffman, Midland; Charles Macmillon, Edm- 
burg; Bill Mueller, El Paso; Erb Mann, Dallas; Jock Riley, Shreveport; and Bob 
Fitzgerald, Shreveport, 


(Continued from page 10) 
bilities. He grins. 

"Well," he drawls, "if you like to bowl, 
there are some good alleys. If you like to 
ride, there are horses. If you hunt or ski, 
there are plenty of mountains. There's 
even a swimming pool on the base. In 
town, should you care to snug down a 
snort, there are short-snort spots, and two 
cinemas, no less — one in English and one 
in Spanish. Otherwise we mostly visit with 
each other and curl up with a good book." 

Davidson spoke up. "You oughta see 
the swell ham radio sets that McDaniels 
and Reynolds have fixed up. Mac's call is 
W6-FGE. He built everything except the 
receiver. Reynolds maintains contact with 
the coast on call W6-PNW, although he 
has his troubles getting through regularly 
to Southern California. 


How about the work, you ask. Several 
speak at once. 

"We really get a bang out of it. No 
kick on that end." 

You look unconvinced. 

"No kidding," Shaver savs. "Usually 
we turn to some time before 8 a.m. and 
wind up at 5 p.m. But comes time for test- 
ing on our project in the field — and we're 
all up at 4 a.m. From then on, until the 
test is finished, we just stay right with it. 
This gang likes to finish a job, and finish 
it right, before they knock off." 
(Continued on next page) 

Ryan^s ivork on the ncu General Eiec- 
Iric jet engine cone assembly comes in 
for some close inspection by (I. to r.) : 
Walter Brees^ San Diego representative 
for the General Electric Company; Fred 
Coffer of Ryan Metal Products sales 
department; Albert Kornmann, Plan- 
uing Engineer for the General Electric 
Lockland Division and Rod McDonough, 
Ryan^s new eastern territorial sales rep- 



(Continued from page 14) 

"You like your work, hey?" 

"Yep," Ed Sly replies. "We know how 
important it is." 

You think of the hundreds of buildings 
which comprise the sprawling Holloman 
Air Force Base, the uncounted vehicles 
and testing machines and the millions of 
dollars worth of equipment being utilized 
with concentrated energy by hundreds of 
technicians in this area. There's an urgency 
and a lift to it all. 

You nod your head. "Yes, I guess you 
fellows do like your work." 


In the evening you find someone has 
rigged a party. It proves to be Mr. and 
Mrs. Guy Towle who are hosts. Nobody is 
stiff or formal. Towle's rangy spotted dog, 
posing for snapshots with genuine aplomb, 
soon makes any newcomer feel at ease. The 
Reynolds' little girl and McDaniel's two- 
year old boy romp on the rug with the 
patient pooch. At one end of the room 
someone has set up a big table. Towle 
breaks out cards and chips. The game be- 
gins, while the women discuss whatever 
they usually discuss. During the evening's 
conversation, you find out that Ed Sly and 
Bob Shaver are two of the town's best 
bowlers, Ed having a particularly sub- 
stantial bulge — on the bowling scores. 

Doug Hounsell, you learn, is considered 
one of the community's leading social 
lights, with long Navy Chief petty officer 
experience to bolster his talents. Close 
behind him on the Casanova charts are 
"Dave" Davidson and Charley Mead. The 
three provide rugged competition for the 
youth of Alamogordo, when they find 
time. Steve Anderson, the other single man 
of the unit, is just as active in another 
field, acting as Sunday school teacher in 
the Methodist church in Alamogordo. 

About 11 p.m. someone notices the 
fragrant whiffs of coffee and refreshments 
coming from the kitchen and the merits 
of two-pair as against three-of-a-kind are 
forgotten. The party ends early, so that 
next day's work will come easily. You 
sort of look forward to that next day's 
experience. — Charles M. Hatcher. 

The record seems to show^ that 
free enterprise is the only system 
of government in the world that 
is not on trial. If it is on trial, 
^vhy is America being called 
upon to save the world from 
economic chaos? 

— Walter S. Gifford. 

SIX NAVIONS were among 40 privote plones flown in a group from Portland, Oregon, 
to Death Valley, California, last month. Members of an organization called Inter- 
national Air Tours, the Oregon flyers were headed by senior pilot W. T. Peters, 
64-year-old Portland arc welding distributor. Says Navion-owner Peters, "Through our 
flights, like this one to Death Valley and lost year's to Mexico and Alaska, we believe 
we are demonstrating the safety and utility of a private plane in private hands." 

JOHN CALVERT, star of the current motion picture success, 
"Devil's Cargo," this month flew his Navion to the factory 
for special red and white point job. Calvert recently used 
his plane to tour 57 cities, not missing a single engagement 
during the junket. Now on location at Yermo, California, in 
the Mojave desert, he flies the 138 miles between there and 
Hollywood twice daily, houling film back to the studios with 
him each night. "I've always flown a good deal," Calvert 
comments, "but since obtaining my Navion, I do so much 
of my troveling by air that I've practically dispensed with 
other methods of transportation." 

CAMPUS NAVION. Were it not for their ever-ready Navion, the Truman T. Metxels, 

of Chicago, Illinois, would find it difficult to visit their three sons, who ore enrolled at 
three leading, but widely separated college campuses. The proud parents reach Dart- 
mouth in Hanover, N. H., Illinois University ot Urbana and Knox at Golesburg, Illinois, 
the boys' alma maters, with speed and ease by Navion. Another enjoyable family 
flight is between Chicago and their farm near Hattiesburg, Mississippi. 

PRECIOUS CARGO. An important factor in the success of the Miller Roofing 
and Insulation Co., Inc., Elmira, 'New York, is President C. E. Miller's use of a 

'49 Ryan Navion to transport from city to city a squadron of charming, 
specially-trained salesgirls. Canvassing communities door-to-door, the girls 
prepare the way for salesmen who follow with order blanks for Miller products. 

NEW NAVY SECRETARY KNOWS NAVION. Don A. Kimball, newly appointed 
Assistant Secretary of the Navy for Air, enjoyed Navion business flights aplenty while 
at his former post as General Manager and Executive Vice President of Aerojet Engi- 
neering Corporation at Azusa, California. The Aerojet people, long-time Navion 
owners, use their plane for executive transportation and in connection with their JATO 

COAST TO COAST IN 14 HRS. 55 MIN. with a '49 Ryan Navion was the 
experience of Manuel M. Lynn, hosiery mill operator, and Otto L. Formigli, 

orchitecturol stone and cement products manufacturer, who lost month flew from 
San Diego to New Jersey. Their overage speed for the cross-country trip was 
175 mph. 

"SUNDAY FLIERS" ore what Mr. and Mrs. Dale Soule of Susonville, California, con 
be aptly called. After a week of duties as Dodge and Plymouth distributor for three 
Northern California counties, Soule enjoys taking his wife and three youngsters in the 
family Navion for a cross-country outing topped off with Sunday dinner a hundred 
miles or more from home. Says the pleased Mrs. Soule, "When I discovered having 
our own plane would mean Sunday out of the kitchen for me, I was more easily con- 
vinced that we should buy a Navion." 

Co., whose president, Douglas J. Strong, explains thot business operations require 
frequent flights in the company's Navion to South Dakota, Montana, Kentucky, 
Arizona and Tennessee. On a recent trip between Coldwater and Minneapolis — 
520 miles — the Navion averaged close to 200 mph, completing the stretch in 
2 hours, 35 minutes. 

"FROM THE WOODS TO FINISHED LUMBER, and the Ryan Navion helps all the 
way," is how Dick Holt, pilot for the Midway Lumber Company, Portland, Oregon, 
describes his employer's operations and use of a business plane. The Murphy Brothers 
— Harry, General Superintendent; Peter, Woods Foreman; and Ed, Mill Foreman — 
owners of the company, put the Navion to work on such jobs as lost year's one-month 
8,000-mile sales tour. When there's a moment free from business, the Murphys like 
nothing better than Novioning to Vole, Oregon, for duck hunting. 

5,475 PASSENGERS FLOWN 1,512,155 passenger miles without on injury, is 
the record reported by the Wall Street Journal regarding Val-Air Lines, Inc. of 
Mercedes, Texas. For nearly two years Val-Air has been using a fleet of 7 
Navions to fly a 550-mile route in the Rio Grande Valley and has completed 
95 '-'o of its runs, which are on a regular scheduled basis. Having to this date 
operated entirely intra-stote, Val-Air is now asking CAB permission to cooperate 
with major scheduled carriers through the sole of tickets and reservations. Such 
a tie-in, their officials estimate, would boost business about 30%. 

Mcdonough new eastern sales representative 

New eastern territory 
sales representative for 
Ryan Aeronautical Com- 
pany's Metal Products 
Division will be Rod 
McDonough, Jr., for the 
past 13 years affiliated with 
the Wright Aeronautical 
Corp., Sam Breder, Sales 
Manager, announced re- 
cently. He will cover territory formerly 
handled by Claude Whitehurst, who has 
been called back to take a position in the 
Engineering department of the Ryan 
plant. Whitehurst will act in a liaison 
capacity between engineering and sales, 
where his experience in both fields will 
be utilized fully. 

McDonough's background with Wright 
Aeronautical Corp. was one of consistently 
broadening experience. He began in 1936 
as an engine tester, running dynamometer 
and propeller engine trials, and was pro- 
moted the next year to be Test Engineer 
on development testing of full scale en- 
gines. In 193 8 he became a Service En- 
gineer, with an opportunity to combine 
practical experience with aircraft engines 
in operational service with customer con- 
tact work. 

During the next two years McDonough 
s;rved energetically with West Coast air- 
craft manufacturers, naval and military 
installations, airlines and engine overhaul 
companies. Part of his contacts involved 

installation problems, ex- 
perimental instrumenta- 
tion, production flight 
tests and "trouble shoot- 

In 1940 McDonough was 
transferred East for air- 
line contact assignment at 
La Guardia Airport, and 
later was assigned to han- 
dle Wright's medium tank engine project 
for the company's military liaison section. 
When XB-29 aircraft started test flying 
he was placed in charge of the Wright 
Service Division's activity project. 

McDonough found the undertaking he 
liked best when he was promoted in 1944 
to be Engineering representative assigned 
to the Washington office of Curtiss- 
Wright Corp., where he became Assistant 
to the Manager. In this spot, as representa- 
tive of both Wright Aeronautical Corp., 
and Curtiss-Wright Propeller Division, his 
duties involved considerable sales engi- 
neering and service contact work. 

McDonough was graduated from Stev- 
ens Institute of Technology in 1933, with 
a Mechanical Engineering degree. On the 
side, he's an experienced sailor, to whom 
sailing comes naturally. His great-grand- 
father was the famous Commodore 
Thomas Macdonough, commander of the 
Lake Champlain naval battle of August, 
1812, and later skipper of the U.S.S. Con- 
stitution, known as "Old Ironsides." 

87 96 


Bruce Smith, Ryan Aeronautical Com- 
pany's new Chief Engineer of the Air- 
plane Division, is a practical man who 
likes to pin things down to hard, uncon- 
trovertible facts. 
While a stickler 
for facts, how- 
ever, he is a 
quick man on 
repartee with a 
penchant for 

^^L ^^S^^^^fc, '•° I^ysn a wealth 
^^^^^L A^^^H experience 

through 20 years 
in the aircraft 
engineering busi- 
ness. With Consolidated Vultec Aircraft 
Corporation during most of the 12 years 

Bruce Smith 

he has been on the West Coast, Smith is 
thoroughly familiar with the intricacies 
of aircraft design and engineering. He was 
Chief Design Engineer for 9 years at Con- 
vair, and before that. Chief Engineer at 
the Travelair Aircraft Corporation. 

Before he concentrated on the engineer- 
ing phase of aviation he learned the facts 
of airborne life as a "plain old hamburger 
pilot ranging around over Kansas and 
Texas in a Jenny." Favorite sport now is 
hunting. Prior to 1942, it used to be sail- 
ing. Then after he had struggled for 
months to get a war-time ticket which 
would permit him to up anchor, the 
authorities carefully explained that the 
ticket was just for the boat, and that he. 
Smith, would have to procure another one 
for himself. Since then. Smith has ignored 
the call of the wind. 


(Continued from page 1}) 
hunters were in this direction, and all we 
had to do was stay on deck and outrun 
the storm, which had about a ten mile 
edge on us. 

"We took a direct course from McCall 
to Bruce Meadows, which is over some 
pretty rugged country. This didn't give 
us much time to get there and drop the 
supplies. Time being of the essence, we 
decided to drop the 200 pounds of sup- 
plies, which were in a large mail sack, in 
the sack all at once. The sack being about 
two feet in diameter necessitated us open- 
ing the canopy full open and slow-flymg 
the airplane at about 75 m.p.h. and drop- 
ping the sack on the wing and letting it 
slide off! 

"When the sack hit the wing there was 
a thud that really made me thankful for 
the Navion's rugged construction. Inci- 
dentally, when the sack fell on the wing, 
it stalled out that portion of the wing 
and caused the right wing to drop, but 
aileron quickly righted it even at that 
slow speed. 

"It takes a lot of confidence in a plane 
to open the canopy wide, slow-fly about 
50 to 100 feet ofF the ground, and drop 
supplies out when the air is as turbulent 
as it was there just ahead of the storm 
and at an altitude of 65 00 feet! After we 
dropped the supplies, we had to take a 
circuitous route southeast and gradually 
head back west to get ahead of the storm 
to get back to Boise. We were able to 
bring the hunters ample supplies and bed- 
ding until the storm blew over, thanks 
to Navion!" 

Higbv describes graphically some of the 
"airports" from which he and other 
mountain pilots operate with confidence 
in their Navions. 

"An example is Soldier Bar, a U.S. for- 
estry strip located at 4190 foot altitude 
on Big Creek about 8 miles upstream from 
the middle fork of Idaho's Salmon river. 
The nearest town of any size is Salmon, 
about 45 miles east. This forestry strip is 
a natural shelf on the side of the moun- 
tain, about 800 feet above the level of 
Big Creek. Deer and elk are hunted in the 
immediate vicinity. In addition to serving 
as a forestry strip for aid in firehghting, 
planes are flown in for hunting and fish- 
ing, and to bring in supplies to a nearby 

The extensive Aircraft Service Com- 
pany operations include a substantial and 
continuing business — that of serving a 
mine at Stibnite. Business trips between 
the Stibnite mine and the outer world are 

The strip at the Stibnite field is filled 
and graded, and during the winter time a 
(Continued on next page) 



(Contimted from page 16) 
rotary snow plow is used to keep it clear. 
It is open the year round, very often when 
the roads are blocked. The runway is 2 50 
to 300 feet wide and 2,600 feet long. 
Altitude of the field is 6,5 3 9 feet. 

Navion all-round utility is underlined 
in a further example given by Higby. 
"Emmons Coleman, Equipment Super- 
visor for Bradley Mining Company, re- 
ceived a telephone call informing him 
that one of the company's trucks had run 
off the road and turned over. He called 
on me to fly him over so he could super- 
vise the removal of the wreck. The only 
landing field was 10 or 15 miles away and 
with no facilities to get up to the truck 
— so we landed on the macadam highway! 

"Even at an altitude of 6500 feet and 
with a strong gusty wind, this is an easy 
feat for the Navion. This flight took us 
50 minutes and would have taken ap- 
proximately six hours by road. As soon as 
the truck was removed, we were back in 
Boise within an hour. I don't mind tell- 
ing you that I would not attempt to land 
on this road under those conditions with 
any other type of plane!" 

• — Robert F. Smith 

Captain Michael J. Strok, liaison of- 
ficer for Army Field Forces, discusses 
with T. Claude Ryan, President of the 
Ryan Aeronautical Company, details of 
the Army Field Forces' contract for 163 
L-17B Navions, some of which -were 
ordered for the National Guard. 

Capt, Strok was Chairman of the 
Wright Field Acceptance and Evalua- 
tion Board which examined thoroughly 
the prototypes of the L-17C and L-17B 
aircraft, initiating changes and follow- 
ing through on the entire project. He 
has since been transferred to the Army 
Field Forces. 

During his visit to the Ryan plant 
recently, Capt. Strok held several con- 
ferences with Walter O. Locke, Ryan 
Contract Administrator, Eddie Molloy, 
Assistant Contract Administrator, and 
Walter K. Balch, Manager, Airplane 
Service department. Strok fle-w here in 
an L-17A intended for modification. 

NEW B.A.R.R. All 

those initials mean 
Bureau of Aeronau- 
tics Resident Rep- 
resentative. And 
Lt. Joseph McCabe, 
USNR, has been 
just that at Ryan 
since March third 
when he relieved 
Comdr. E. H. C. 
Fredericks. Prior to his present assign- 
ment McCabe had completed a valu- 
able three years of experimental study 
and flight-testing at the Naval Air 
Development Station at Johnsville, Pa. 

McCabe compiled a brilliant com- 
bat record during the years 1942- 
1945 in New Guinea, Dutch East In- 
dies and the Philippines, spending 
most of his time in the Navy's Black 
Cat squadron. He participated in the 
"big push" for Leyte, winding up with 
a Distinguished Flying Cross, an Air 
Medal with two gold stars, Presiden- 
tial Unit Citation and other lesser 

At the University of Southern Cali- 
fornia he was in the upper bracket of 
trackmen, doing the quarter-mile in 
around 48 seconds and the half-mile 
in less than 2 minutes regularly. 

CHANGE. Art C. Collins, formerly 
third shift Assistant Foreman, was 
given supervision of drill press and all 
burr bench operations on the second 
shift. Herb Rasp, Superintendent of 
the Fabrication Division announced 
upon notice of discontinuance of all 
third shift operations in the Machine 

TAKES A LOOK. Among the distin- 
guished visitors to the Ryan plant last 
month were General Electric Com- 
pany's Albert "Al" Kornmann, Plan- 
ning Engineer of the Lockland Divi- 
sion, and Walter Brees, General Elec- 
tric's local representative. 

Kornmann displayed special interest 
in the new Jet Assembly department 
now engaged in producing jet cone 
assemblies for his company. He com- 
mented favorably upon the impression 
created by the first units turned out 
by the shop, and upon tooling and 
other preparations in evidence for 
continued acceleration of this pro- 

NEW JOB. Ralph Hover, for years 
Chief Engineer of the Metal Products 
Division, last month was appointed 
Assistant to the Ryan Chief Inspector, 
Art "Bill" Billings. 

Haver's long experience with both 
engineering and production problems 
OS well as his design background gives 
him a substantial running start on his 
new duties. 

large, distinguished looking man in 
the uniform of the Chilean Air Force 
seen in Export Sales Manager Bill 
Brotherton's office and around the 
plant early this month was Lt. Eduordo 
Sepulveda, here to take delivery of a 
Ryan Navion for a fellow countryman. 

Lt. Sepulveda found kindred spirits 
in Lt. Joseph McCobe, Bureau of 
Aeronautics Resident Representative at 
Ryan Aeronautical Company, and Lt. 
Comdr. O. D. Beck, BAR Attached to 
Convair. All hove hod extensive ex- 
perience in flying the same type of 
amphibian planes and settled on the 
PBY OS their favorite, for over-water 

The Navion token bock to Chile by 
Lt. Sepulveda was the first Ryan Na- 
vion to be registered in that country, 
and marks another step in the con- 
tinued expansion q^^Javion soles in 
Latin America. 


Russ Christopher I right I , who sparkled 
last year as one of the best pitchers 
on the Cleveland Indians' roster, said 
when he joined the inspection force at 
Ryan Aeronautical Company recently 
under Art "Bill" Billings. Christopher, 
forced to withdraw from regular base- 
ball at the peak of his career because 
of a heart condition, has been assigned 
OS on inspector of welding. 

In the photo below, Russ- checks a 
typical small part job with Frank 
Yager who operates one of a battery 
of electric spot-welders. 

ENGINEERS. Ryan's important XQ-2 
project has a new pair of hands on 
the controls, David C. Mendenholl, 

veteran of 14 years experience in 
aeronautical engineering, having been 
appointed Project Engineer lost month. 

Mendenholl come to Ryan from the 
Beech Aircraft Corporation where he 
gained considerable design and experi- 
mental background with a radio-con- 
trolled plane project. 

Assisting Mendenholl on the XQ-2 
Project is Rollin "Chink" Lee, whose 
wide knowledge of aeronautical engi- 
neering includes nearly 10 years con- 
tinuous service with this company. 


Sec. 562, P. L. & R. 

San Diego^ California 
Permit No. 437 

RMnn Metal Products 


Exhaust Systems • Turbo-Jet and Ram-Jet Components 




Late last year the General Electric 
Company placed a large order with Ryan 
for the manufacture of turbojet com- 
ponents used to power GE's model J-47 
(TG-190) engine, which drives such 
planes as the F-86, B-47 and B-45. The 
importance of this engine to the military 
services' strategic plans is illustrated by 
the large orders placed by the Air Force. 

Planning in Ryan's Metal Products 
Division began from scratch, machinery 
was moved around, new equipment added 
and entire departments shifted so that 
room could be made on the production 
floor for the department which has come- 
to be known as Jet Assembly. 

Now, four months later, a progress 
report can be made on this newly created 
section, under Foreman Archie Ham- 
mock: It is progressing smoothly, turn- 
ing out exhaust cone assemblies, combus- 
tion chambers and transition liners at a 
steady clip, and the entire process is a 
model of efficient handling, due to Ryan 
foresight and exhaustive planning. 

Last April 5th, General Electric and 
Air Forces officials toured the Jet Assem- 
bly lines to observe production, which, 
by the way, is ahead of schedule. They 
commented on how pleased they were with 
the progress Ryan has made to date and 
left San Diego assured that their require- 
ments for the J-47 were being met in 
every way. 

The highly technical work of building 
the jet cone components begins in the 
Fabrication department, where the flat 
sheets of stainless steel are cut and 
punched to specifications for forming the 
cones. From Fabrication, parts are trucked 
to the Jet Assembly and rolled on a 
set of slip rolls into the exact conical 
shape. After this rounding both the inner 
and the outer cones are seam-welded by 
Ryan's own automatic heli-arc machine 
method. Then the welded edges are ground 
down. The gleaming cones are next fitted 
into an assembly fixture and flanges are 
spot tacked at either end. After the spot 
tacking process the cones move to a re- 
sistance seam-welding machine for 
welding of the flanges. 

Four struts, which fit neatly inside the 
hollow outer cone are tack-welded, then 
spot-welded for added strength. Four 
thermo-couplings are then arc-welded on 

Watching Earl Casner drill tie rod holes on the inner jet cone are: < L. to R. i 
Pat Carter and Charles Byrne of Ryan; Claude Auger, Chief Engineer of G. E.'s 
Lockland, Ohio branch; Paul Nichols, production manager at Lockland; Fred Cof- 
fer, Ryan and Walter Brees, G. E. San Diego representative. Radial press, shown 
in picture, was newly purchased for assembly to handle precision work on cones. 

Precision Jet Parts 

Jet Assembly builds 
stainless steel components 
for G, E.'s new ]-47 engine 

General Electric and Air Force inspection party which recently visited plant: 
(Front) W. R. Trovers, G. E.; Major Alcott; James Stalnaker, Ryan; D. D. Law- 
son, G. E.; Colonel Mohler and Colonel Andrews of Air Materiel Command; K. F. 
Houseman, manager of G. E.'s Lockland, Ohio, plant and Major Scott. (Rear I 
Sam Breder, Ryan; Richard Davis, G. E.; H. W. Chandler, G. E. production mana- 
ger at Lynn, Mass., and Lt. Barry. Ahead-of-schedule work pleased visitors. 

the cones and one of the BuUard vertical 
lathes, which Leo Gross operates, now 
finishes the flanges. 

A drill jig bores 80 bolt holes in the 
edges of the flanges for attaching the ex- 
haust cone to the engine, after which the 
outer cones are cleaned in preparation for 
installation of inner cones. These inner 
cones are the parts with the odd futuristic 
design. Their sharply pointed tips iinmc- 
diately catch the eye of anyone casually 
passing through the Jet Assembly for 
they look like giant-size versions of those 
inverted ornaments one fills with nuts or 
candy to hang on a Christmas tree. 

After the inner cones are secured to 
the outer cones by tie rods, the bushings, 
hub air cooling tube and deflector assem- 
bly are installed and arc-welded into 

The combustion chambers which Ryan 
builds for General Electric, require a sep- 
arate manufacturing process. These round, 
louvered tubes are approximately 3 feet 
long and 8 inches across, and are capped 
at each end by a half sphere of metal. The 
chambers, which eventually will be fitted 
into the exhaust cones, are rounded and 
welded in the Jet Components Depart- 
ment. After rounding they are returned 
to Fabrication where the many small 
louvers are pierced into them and formed 
on the punch presses. Following this they 
are returned to Jet Assembly for welding 
and finishing. 

The transition liners, which guide the 
gases of the turbojet against the turbine 
blades, are the third part Ryan manufac- 
tures for the TG-190. "Scoop-shaped" is 

(Continued on page 16) 

Struts are spot-tacked to outer cone 
by Don Ediund (left) ond Don Plummer. 

lor Air Power 

Some of iet parts Ryan builds laid 
out for better view. Actuolly the 
components fit into J-47 engine in 
compact form around inner cone. 

On the average of once each week, 
come rain, snow, sleet or desert heat, 
Ryan Navion factory test planes 
have been getting a workout over 
one of the toughest flight proving 
grounds in the country. The course 
which gives the sleek, personal-busi- 
ness planes their gruelling workout is the 750-mile route from 
San Diego to Alamogordo, New Mexico, which Ryan engineer- 
ing test pilot Asa D. Morton flies when he hauls personnel and 
equipment to Holloman Air Force Base at the White Sands 
Testing Ground. Here, in the New Mexico wastelands, Ryan's 
guided missile project work has been taking place. 

Not merely content with flying Navion test models only 
over San Diego and nearby sea-level areas, the company feels 
new models and new flying equipment deserve more of a test 
before they are ready for the public. As improvements are made 
on the Navions at the factory, they are concurrently tested 
during "Ace's" flights to the desert and back. The approved 
modifications for the fuel system were first tried on a Navion 
flying this proving ground. Also tested recently were the new 
Aeromatic propellers with altitude compensating control and 
the auxiliary fuel tanks for longer range operation. Before new 
radio equipment was selected for the 1949 Ryan Navion model, 
tests were made with three different installations in planes Mor- 
ton was currently flying on the New Mexico run. 

The adverse flying weather and terrain encountered in the 
regular hops to Alamogordo and back give the Navion the 
kind of rough treatment needed to prove design refinements 
and new equipment. "Ace" Morton says he flies over some of 

Mountains, desert heat and 

rough -weather give Ryan 

planes a tough test ground 

America's most unusual terrain, in- 
cluding four mountain ranges and 
through weather which varies from 
hot and dry in Tucson to unusual 
conditions of snow and hail over 
the Laguna or Organ Mountains. 
When Morton makes the trip 
with a Navion, the plane has to perform well, for in one trip 
he is liable to encounter hail and sleet over any mountain range, 
snow over Las Cruces, New Mexico, and rain between El Paso 
and Alamogordo. 

On the round trip of 1,500 miles, from San Diego to Alamo- 
gordo and back, "Ace" says the Navions burn an average of 
only ten gallons of gas per hour; this at steady ground sjjeeds 
of 150 m.p.h. or more. The trip, one way, usually takes only 
four to five hours, depending on favorable or adverse winds. 
There is always a refueling stop at Deming, New Mexico. At 
this last stop Morton clears through communications channels 
for Alamogordo. The White Sands Testing Grounds are re- 
stricted, remember, and this last stop is important. 

Fortunately, Navion's heating system is practically fool 
proof, for recently Morton flew in sub-zero weather the entire 
trip, at 8,000 to 9,000 elevation, but the cabin of the plane 
remained an even 72 degrees. Even in this extreme weather 
there was little carburetor ice, due to the pressure-type car- 
buretor which is standard equipment on all Navions. 

High winds, some up to 95 miles per hour, are often met 
over the peaks, but the structural integrity of the Navion is 
equal to the turbulence they set up, as it is equal to the hazards 
(Continued on page 14) 


Proving Ground for Navions 

Douglas DC-6 Gets Added 
Speed from Exhaust Thrust 

For the past two years, airline passengers, both here and 
abroad, have enjoyed the luxury accommodations and speed of 
the Douglas Aircraft Company's huge DC-6 super-airliners. 
Already, 150 of these 5 2 -passenger transports have been put 
in service by domestic and overseas operators, including United 
Air Lines, American Airlines, Braniff, KLM Dutch Airlines, 
Philippine Air Lines, British Commonwealth Pacific, Nor- 
wegian Air Lines and FAMA, the Argentine company. 

No small part of the successful operation of these planes 
has been due to the specially designed manifold systems on 
their four engines; manifolds which Ryan created to harness 

(Continued on page 4) 

Monifolds for many of 
America's largest air- 
liners, including DC-6, 
move down the assembly 
line at Ryan. Note the 
network of lines over- 
head to carry acetylene, 
electricity, water, gas 
and oxygen to numerous 
production operations. 

the energy in the exhaust gases to help provide a claimed in- 
crease in speed of from 8 to 1 5 miles per hour through jet 
propulsive thrust. 

The use of this jet principle in the engine exhaust system 
helps give the DC-6 a normal cruising speed of 315 m.p.h. 
This type of manifold was the first of its kind to be installed 
on a modern commercial aircraft and produces approximately 
the same thrust as an additional 400 horsepower engine. 

During the war Douglas and Ryan engineers worked together 
to provide a similar system for military planes, which gave the 
Douglas A-20 light bomber its "extra punch" for high combat 

Reaching out to tap the 18 cylinders in each of the 2100 
horsepower Pratt and Whitney engines of the DC-6, Ryan's 
ingeniously built, corrosion-resistant steel manifolds coil 
backwards from the exhaust ports to make productive use of 
what otherwise would be wasted blasts of the flaming gases. 
Some idea of the size and complexity of this manifold system 
is demonstrated by the fact that if uncoiled, the manifold tube 
lengths would measure approximately 40 feet per engine, or 
160 feet for the entire plane. The gases are channelled from 
the engine through eight exhaust outlets, placed on the out- 
board side of each engine to decrease the sound level. 

The reason for labelling this type of exhaust svstem "jet 
(Continued on page 17 ) 

At the Douglas plant workmen check one of the four 
large Pratt & Whitney 2100-horsepower engines 
used on the DC-6. Note Ryan-built manifold 
In this picture. It adds 8 to 15 miles 
per hour to planes by use of new 
jet propulsive thrust principle. 

And finds time to play 
golf, listen to good 
music and blotv a bugle 

The books on a man's shelves are said to reflect his person- 
ality. The books in his bookcase at the office must, by logical 
deduction, tell a great deal about the job he does. In Giles E. 
Barton's case his shelves in the Production Manager's office 
display such diverse titles as "Metal Processing" and "Motion 
and Time Study" and range in subject matter from "Problems 
in Industrial Accounting" to "Management of Labor Rela- 

These titles would indicate that the position of Production 
Manager demands a wide scope of knowledge, and in G. E. 
Barton's case the job has the man to fit it. 

He started in the aviation industry as the result of a fluke. 
Unlike many aviation engineers and executives, who flew 
Jennys, or dreamed of designing the plane of the future. Barton 
paid scant attention to the aircraft industry and its problems 
until six months before his graduation from the University of 

This University's educational system requires that the stu- 
dent alternate going to school for one month with working 
at his profession in an outside company for the next 30 days. 




Barton worked for many corporations during his college days, 
among them the Cincinnati Milling Machine Company and 
Remington Rand. The last month before graduation he had 
a temporary position with the Aeronautical Corporation of 
America, builders of the Aeronca personal plane. His month- 
long job was re-designing the 2-cylinder engine for this air- 
craft. The design was well thought of, and consequently "Bart" 
was offered a job with the corporation. As Barton candidly 
explains, "It was 1934, and even though I'd written a mechan- 
ical engineering thesis on heating and ventilating and had no 
aeronautical courses to my credit, who was I to turn down a 
job one month before graduating, possibly into the ranks of the 

So Barton's career in aviation began, and has continued to 
the present time, about evenly divided between Aeronca and 
Ryan. His first position with the Cincinnati company was in 
the engineering department where he designed the Model C-3, 
the first "low-wing" job, a pioneer in the private plane field. 
Barton modestly disclaims the worth of the design. However, 
he will admit, under questioning, that he is inordinately proud 
of his work, as what engineer wouldn't be? 

After spending two years in the engineering department at 
Aeronca, "Bart" was shifted to the shop as Production Man- 
(Continiied on page 16) 



There are actually four power planfs on this Martin Mercator, the 
Navy's P4M-1. Two Allison J-33 jet engines are mounted aft in the 
same nacelles with the two Prott & Whitney engines. Maximum range 
of this land-based patrol plane is over 3,000 miles. Crew of nine. 

The XAJ-1, North American's new corrier-based bomber, will carry 
a heavier load than ony other type. It is powered by two Pratt & 
Whitney engines plus one G.E. -Allison J-37 turbojet. (Below) The 
Intercontinental B-36 bomber built by Convair has just hod some- 
thing added; four G.E. J-47 jet engines to give it added speed, 
Ryan builds important components for the J-47 which will give this 
plane 20,000 pounds of additional thrust for take-off and climb. 

Composite-engined aircraft, 

pioneered by Ryan, notv coming 

into tvider military use 

The "jet plus propeller" power plant combination, pio- 
neered by Ryan during the war years in its series of "Fire- 
ball" Navy fighters, is on the ascendancy again. Recogniz- 
ing certain limitations as well as definite advantages of 
both reciprocating engines and jet propulsion power plants, 
the military services have recently disclosed planes of three 
different manufacturers which use the principle first in- 
troduced by Ryan. 

Latest and most significant plane to use the added boost 
of jet engines for top combat performance is America's 
foremost aerial weapon, the Intercontinental B-36 Bomber, 
developed by Consolidated- Vultee. Two "pods," each en- 
closing two General Electric J-47 jet engines, for which 
Ryan is building important components, are being installed 
under the huge wings of the B-36. These will give the 
plane 20,000 pounds of additional thrust for take-off and 
high-altitude operation. 

The other two aircraft which combine jet and propeller 
power are the Navy's P4M-1 Mercator, built by Martin 
and the North American XAJ-1. The Mercator is a land- 
based patrol plane with two Pratt and Whitney Double 
Wasp reciprocating engines and two Allison J-3 3 jet 

{CotitiitiicJ oil page 21 ) 

Plant Safety CommiM-ee checks regularly on industrial hazards and makes recommendations for changes or 
improvements. Inspecting equipment on an H.P.M. hydropress are ( L. to R.) Herb Rowlings, Safety Engineer; 
Jerry Lowe, tooling; Marvin D. Fowler, receiving; H. E. Dunn, welding; and Lionel Hodson, tooling. 

Safety Is No Accident 

Printed in red letters in the center of 
the dial on every telephone in the plant 
is the terse phrase, "EMERGENCY DIAL 
3 3 3." This short phrase sums up better 
than any list of rules, pamphlet or poster 
the importance of safety precautions, or 
rather, how the lack of proper caution 
may result in someone's having to dial 
those three red numbers to summon aid 
for a careless casualty. 

Ryan's own safety program, State safe- 
ty orders, lectures, posters or a foreman's 
warning all stand for naught if the indi- 
vidual lets down his vigilance even mo- 
mentarily. As someone succinctly phrased 
it, "Safety is a state of mind," or, as 
Herb Rawlings, Ryan's Safety Engineer 
puts it, "98 percent of all injuries are due 
to human failure. Only 2 percent are due 
to machine failure." 

In addition to the list of safety orders 
from the California Accident Commis- 
sion, most industrial companies themselves 
set up safety programs for their em- 
ployees, and in the case of large opera- 
tions, the comoanies employ safetv engi- 
neers and welfare officials to work with 
the people in the plant on educational 
safety programs. 

At Ryan, the safety program is many- 
faceted. It includes the operation of a 
Safety Committee, made up of four work- 
men, selected by the unions, as well as the 
Safety Engineer. Each week they make a 
two-hour tour of the plant and the com- 

Safety device, which G. S. Alvarado- 
Prieto demonstrates, is built into 
this punch press. Both hands must 
be used on levers, reducing hazards. 

mittee turns in to Herb Rawlings its 
recommendations for improvements in 
the safety program as well as requests for 
any increased precautions. 

But the Safety Committee is only one 
part of Ryan's program. There are safety 
posters placed at strategic places through- 
out the plant, posted lists of company 
safety rules, which have recently been re- 
issued, as well as a constant check on the 
part of both the foreman in the shop and 
the Safety Engineer on unsafe practices 
or unguarded operations which might re- 
sult in accidents. 

The foremen are the men most im- 
mediately responsible for seeing that safe- 
ty rules are observed. They must main- 
tain a constant vigilance to see that gog- 
gles are worn, gloves put on, plastic masks 
adjusted to protect a worker's face and 
that careless practices on any machinery 
are promptly stopped before somebody 
ends up in the hospital. 

As important to the safety program as 
the foremen are the plant maintenance 
workmen, whose job it is to see that their 
periodic checks and servicing of machin- 
ery include a close inspection of the in- 
(Contiuued on page 19) 


There is more to building an efficient 
exhaust system for an airplane power plant 
than is generally realized. Weeks, perhaps 
months, of patient design and engineering 
detail work must be cleared before even 
the plaster models are shaped. Once the 
raw sheet metal is started on its voyage 
through the plant, however, progress is 
rapid despite the complexity of the opera- 
tions involved in producing the custom- 
shaped, corrosion-and-heat-resistant steel 
manifolds. Once the go-ahead signal is re- 
ceived from engineering, the shops get 

One additional step is required prior to 
the start of fabrication of the parts. This 
is the creation of master models and pat- 
terns for dies used to stamp out the hard 
steel alloys. These patterns are meticu- 
lously fashioned on the marble-topped 
tables of the plaster pattern shop. 

In describing this detailed work, John 
Castien, Foreman of the Pattern Shop and 
Foundry says, "We take the large steel 
templates from the Photo Loft Reproduc- 
tion department, then cut out smaller sec- 
tions more convenient for working on the 

John Pacheco, molder i left I pours hot lead 
into Kirksite dies to form male punch parts. 

(Below) Johnny Castien, Pattern Shop Foreman, 
and Carlyle Cline, leodmon, check modeling 
board to blueprints of new exhaust manifold. 


marble tops. The smaller pieces are set up 
on modeling boards and exact lineal meas- 
urements taken to produce curves shown 
in drawings." 

The drawings themselves are the result 
of a complex operation in Photo Loft Re- 
production department, supervised by 
Foreman Dyche Clark. 

Working drawings are scribed directly 
upon specially prepared aluminum tem- 
plate sheets in the Engineering depart- 
ment. These sheets, of .040 to .072 gauge, 
have been coated by the template shop 
with a white Dupont primer. 

The various drawings may occupy any 
size of sheeting up to 5 by 12 feet. Photo 
(Continued on page 12) 

(Right) Masked man welds complex manifold ports. 

(Below) Max Caldwell's job as drop hammer oper- 
ator takes skilled handling, correct placing of 
stainless steel sheets under hammer to assure a 
correct "flow" of cold metal into the lead molds. 

Bill Vogel, above, marks ports for cutting, welding or grinding from master pat- 
terns ranged behind him at the template bench. Accuracy is the prime factor here. 


Ryan manifolds and Navions, 

too, played a part in saving 

lives during the Big Snotv 

During the Great White Winter of 1948-49, the nation 
acclaimed the tremendous job the Air Force did in bringing 
food to starving cattle and sheep, medical supplies and succor 
to those Nebraska, Wyoming, Montana, Colorado, Idaho, Ne- 
vada and Utah farmers and ranchers who were holed-up for 
weeks and months in the worst bhzzard weather of our history. 
But in writing of the marvelous feat the C-82 "Flying Box- 
cars" performed during the "Haylift," many newsmen and 
radio commentators overlooked the heroic efforts small plane 
owners also made in rescue and relief work; work which saved 
many lives and tens of thousands of dollars worth of livestock. 

All light plane manufacturers can be proud of their planes, 
which stood up under gruelling conditions to do yeoman serv- 
ice for their owners. Of particular interest, however, are the 
stories of Navion owners and pilots whose rescue work against 
terrific odds, and at the cost of one pilot's life, made private 
plane history. 

The main burden of feeding the livestock, we know, fell to 
the C-82 Packets, those cargo or troop carrying transports 
Fairchild Engine and Aircraft Corporation builds for the Air 
Force. Their Pratt & Whitney engines, and Ryan-made exhaust 
manifolds, had to take punishment from 36 below zero temper- 
atures, and unusual flight conditions which put the "Flying 
Boxcars" to extreme tests when flying over hazardous mountain 
country to drop the hay bales. 

Isolated farmers and ranchers and the smaller herds of sheep 
and cattle had to depend, for the most part, on the mercy 

(Continued on page IS) 



Isolated towns like this needed medical supplies, food and other succor which personal planes provided. 

Typical of the hazards of blizzard relief flights is this narrow, snow- 
covered roadway used as a makeshift landing strip for a Navion. (Below) 
Edward Kooper, Jr. (left) who flew numerous mercy flights for stricken 
ranches and farms stands before his Navion with Clyde Perrin, Alliance, 
Nebraska rural mail carrier. The two men delivered mail by air to iso- 
lated families who otherwise would not have received Christmas packages. 

Three of these wartime aircraft production experts, pictured here at the 
plant inspecting the mock-up of the Ryan Fireball fighter, are again asso- 
ciated — this time in the maintenance of American Air Power for peace. ( r. 
to I.) Admiral DeWitt C. Ramsey, new president of the Aircraft Industries 
Association; T. Claude Ryan, member of the A. I. A. board of governors and 
Captain Lelond D. Webb, now West Coast manager of A. I. A. At far left is 
Artemus L. Gates, the wartime Assistant Secretary of the Novy for Air. 


Three wartime aircraft production experts, who worked together as repre- 
sentatives of the Navy and industry to speed victory in the air, again find them- 
selves associated. This time their task is the peacetime maintainance of American 
air power. 

This came to hght last month with the election of Admiral DeWitt C. Ramsey, 
former Chief of the Navy's Bureau of Aeronautics, as new president of the Air- 
craft Industries Association. Second member of the trio is Captain Leland D. 
Webb, USN retired, who served as Acting Manager of A. LA. until May 1st, but 
has now returned to Los Angeles to head the association's West Coast office. 

Third of the wartime aircraft officials now working with the aircraft industry 
trade association is T. Claude Ryan, company president, who is a member of 
the board of directors of A.LA , which is also the coordinating agency of the 
mdustry in its relations with the military services. 

Admiral Ramsey is not a stranger to the Ryan plant, either, for back in 1944 
and 1945, when he was the Chief of the Bureau of Aeronautics, he was a fairly 
frequent visitor here. At that time production of Ryan's revolutionary fighter, 
the FR-1 Fireball, was of vital interest to all three men. 

During the war Captain Webb was the Navy's West Coast Procurement 
Officer for the Bureau of Aeronautics and another visitor often seen on the Fire- 
ball production line. 

Before assuming his duties May 1st, Admiral Ramsey was the U. S. High Com- 
missioner of the Trust Territory of the Pacific Islands. Prior to this he was Vice 
Chief of Naval Operations and Commander in Chief of the Pacific Fleet. 

A former shipmate of the Admiral's, A. S. Billings, Ryan's Chief Inspector, 
said, "They couldn't have elected a more able man to pilot the A.LA." when he 
heard of Ramsey's new position, following his retirement from the Navy. "Bill" 
Billings is an old associate of both the Admiral and Captain Webb. All three 
served aboard the U.S.S. New Jersey in 1912, when the two present A.LA. 
officials were newly graduated from Annapolis. Billings served, off and on for 
15 years, in various ships and air stations, with the new A.LA. president. 


(Continued from page 9 ) 
operators Dave Monesmith and Glenn 
Wilds place the drawing sheets upon a 
huge copyboard, the face of which resem- 
bles a quilt of waffle irons. Behind the 
copyboard is a network of hydraulic lines 
governed by 29 valves which in turn con- 
trol 58 vacuum outlets serving to hold 
the sheet metal rigidly against the copy- 
board surface. 

Both the copyboard and the lens are 
calibrated to within 1 1000th inch, and 
are opirated electrically. The photo oper- 
ator sets the Monotype photo copy cam- 
era lens at F.16 for 30-45 seconds on most 
shots, getting the image on a glass nega- 
tive. When the negative is obtained, the 
second process is simple. Sheets of cold 
rolled steel, previously sanded and wiped 
with chemically treated tac-rags, are given 
a primer of white paint, which dries in five 
to ten minutes, and a coating of photo- 
graphic emulsion which takes up to 24 
hours to dry. This emulsion-coated sheet 
is set upon the copyboard racks and the 
camera then projects a "picture" upon it 
from the glass negative plate which is 
anywhere from 5 by 7 inches to 18 by 32 
inches in dimension. The camera handles 
negatives up to 40 by 42 inches. 

When the templates are ready, they are 
taken to the pattern shop where Castien's 
highly skilled technicians create third- 
dimensional forms from the rampant 
curves and tangets comprising the flat 
steel picture-sheet. Smaller working sec- 
tions are cut from the steel layout; 
adapted to the varying bench sizes. The 
actual manifold model is faired into being 
between the vertical sections, after estab- 
lishment of a seam line and drop ham- 
mer stamping angles. Main difficulty, 
leadman Carlyle Cline explains, is to main- 
tain the exact slow curve indicated by 
the drawings. 

"A manifold actually is a complicated 
and precise line of steel weaving around an 
engine structure," he says. 

The resulting models resemble, in the 
case of a manifold cast, nothing so much 
as half a fat macaroni section sliced open 
on a breadboard. 

The plaster molds, foundry leadman 
Raymond Hoermann explains in describ- 
ing the casting procedures, "Are then set 
into forms filled with famous San Diego 
brown molding sands. Thev come from a 
local canyon near the city." 

"Into the resulting impressions we pour 
Kirksite 'A' alloy," Hoermann continues, 
"to form the permanent female die. The 
Kirksite dies, after cooling, are ground 
and polished. Then we pour molten lead 
{Continued on page 1\) 


(Coiitiiiiied from page 12) 

into them, creating a punch, or male die. 
Both dies are cast to fine tolerances, with 
proper allowance for clearances." 

Before the actual fabrication of the 
manifold parts begins, the large sheets of 
stainless steel or Uniloy have to be meas- 
ured and cut into varying sizes, depend- 
ing on the dies which will form them. 

"The sheets of stainless steel are first 
marked from a gang pattern," according 
to C. R. Harper, Assistant Foreman ot 
the Cutting and Forming Department. 
"This one large pattern often includes the 
outlines of smaller patterns which arc 
broken down into separate parts at the 
cutting machines," he says. 

A plywood board, shaped to the size of 
the parts needed, is outlined on each metal 
sheet. Then the rotary shears cut the 
metal, following the marks scribed upon 
it. In the case of larger parts the Libert 
shears are used. It sometimes takes two 
men on this machine to shove and pull the 
heavier sheets along the lines marked out 
from the patterns. 

After cutting, the stacked parts go to 
the stamping machine, where a steel die 
indelibly stamps each piece to identify it 
in the final assembling of the manifold. 
Numbers are stamped far enough from 
the edge so they will not be trimmed 
away during the various other cutting and 
trimming processes. 

Now, both dies and the raw materials 
are ready for the forming process in the 
drop hammer department. 

"Some people, not in the know, are 
under the impression that you just put 
the manifold sections on top of the die 
and drop a 1,000 to 3,000-pound hammer 
head down on them," Ray McCollum, 
Foreman of the Drop Hammer and Heavy 
Presses department says. "Tbis is not the 
case at all." 

A considerable amount of skill is re- 
quired in the forming operations, accord- 
ing to McCollum, for the metal mani- 
fold parts are drawn down into the dies 
through the use of rubber pressure pads. 
It takes experience to place the pads prop- 
erly so that when the terrifically heavy 
hammers drop on the metal it will flow 
freely into the die. Intricate placing of 
the pads minimizes the thinning of the 
metal in critical areas. Most of the drop 
hammer operators have been with Ryan 
seven or eight years. A. I. Park is the vet- 
eran of this section, with more than eleven 
years experience. The complete drop ham- 
mer process includes a first drop, after 
which the metal part is sent through a 
normalizing and pickling process. Nor- 
malizing is actually heating in a huge 
(Continued on page 15 ) 

Patrick (I.I presents plaque to Foushee 

Logs Over 100,000 Flying 
Miles on Manifold Business 

"Service" is the watchword when 
Ryan's exhaust manifold customers need 
advice or help. To make sure that the 
manufacturers and users get the help they 
need — in a hurry — C. L. "Frenchy" Fou- 
shee, Field Service Representative of the 
Metal Products Division, is practically 
always on the run, or more technically, 
"on the fly." 

In the past two and one-half years, 
"Frenchy" has flown more than 100,000 
miles on commercial airlines alone, not 
counting the miles he has travelled in the 
company's Navion business plane or by 
car, to factories, offices and military bases 
all over the U. S. As proof of his unusual 
air mileage record, he now holds a gold 
membership card and plaque designating 
him a member of United Air Lines' "100,- 
000 Mile Club." 

Last month, William R. Patrick, 
United's district traffic and sales manager 
in San Diego, and Henry Hansen, traffic 
representative, presented Foushee with his 
membership and welcomed him into the 
roster of members who have flown this 
great distance on regular scheduled air- 
line flights. 

A typical trip, whereby "Frenchy" totes 
up the incredible mileages, was made sev- 
eral months ago. It took one month in 
time; over 12,000 miles in distance. Pur- 
pose of this trip was to set up maintenance 
and installation procedures and to train 
personnel in welding techniques for Ryan 
exhaust manifold systems. 

From San Diego, Foushee flew to San 
Francisco to call on United Air Lines and 

Pan American World Airways. At nearby 
Moffett Field he stopped to see personnel 
at MATS, which is the new combined Mil- 
itary Air Transport Service. 

Next stop on this odyssey was Denver 
and the offices of Continental Air Lines. 
From Denver he hopped to Tulsa and a 
short conference with American Airlines. 
After Tulsa it was Memphis, where he 
.tided Chicago and Southern Air Lines in 
establishing maintenance procedures. 

Exhausted? The trip had only begun. 
"Frenchy's" travels next sent him to St. 
Paul to visit Northwest Airlines. At 
Wright Field, in Dayton, where he landed 
next. Air Force maintenance problems 
were threshed over. 

Pan Am's New York offices, as well as 
American Airlines there, were next, after 
which he flew to Boston and a talk with 
Northeast Air Lines. Engineering and 
manufacturing problems on engine com- 
ponents at the Wright Aeronautical Com- 
pany in Paterson, N. J., drew him there 
next, followed by a conference in Wil- 
mington, Del., with TWA. 

The Martin plant in Baltimore and the 
Fairchild Engine and Aircraft Company in 
Hagerstown, Md., then figured on the field 
representative's itinerary, after which he 
flew to Washington, D.C., for talks with 
the Navy's Bureau of Aeronautics and 
Capital Airlines. At the Navy's Patuxent, 
Md., test base, manifolds on new Lockheed 
P2Vs were the object of service confer- 
ences, as well as other types of Ryan-built 
exhaust systems on test there. 

It is a fairly long jump from Patuxent 
to Miami, but without intervening stops, 
our manifold representative made the trip 
to see both National Air Lines and Pan 
Am. Jacksonville, Atlanta and Mobile 
were his next three visits. 

This lengthy journey should have con- 
sumed every minute of the 30 days Fou- 
shee spent awa)' from San Diego, but be- 
fore he returned he made yet another call. 
This last stop was Dallas. Is it any wonder 
that since becoming eligible for the "100,- 
000 Mile Club" membership, Foushee has 
logged an additional 60,000 miles? 

When he hits the 200,000 mile mark, 
and it looks as if it won't be too long in 
happening, "Frenchy" will have a star 
added to his card. Additional stars come 
with additional mileage in 100,000-mile 
laps, and at the present rate Ryan's ex- 
haust manifolds and jet engine components 
are rolling off the production line to be 
installed in both military and commercial 
aircraft, Foushee may well have one of 
the most star-studded membership cards 
in United Air Lines' club. 



(Continued from page 2) 
and vicissitudes of below zero weather. 

"It is not unusual to have to climb to 
12,000 feet or more to rise above the tur- 
bulence caused by winds over the moun- 
tains," Morton says, "and the Navion has 
never responded any way but excellently. 
In fact, for all-round performance the 
Navion has the finest I've found in any 
four-place plane. Its ease of handling, sim- 
plicity and stability can't be beat in any 
airplane, large or small." This is not hol- 
low praise, for pilot Morton has been fly- 
ing since 1923, and has handled some 
tough assignments, like the trans-Pacific 
flights he made for several years. The last 
flights were with PBY5As to Java for the 
Shell Oil Company in 1946. There have 
been many other long, arduous hops in his 
26 years' flying experience. 

These weekly flights have been one of 
the best tests conceivable for plane per- 
formance. The regular flights, accurate 
logs kept, the challenge of unusual ter- 
rain, including mountain flying and moun- 
tain weather, all contribute information 
of great value to the builders of the Nav- 
ion. The dependability of this plane has 
been proved weekly, by its makers in their 
own "airline" operation, so that Navion 
owners will benefit by the experience of 
Ryan's own pilots. 


"Of far-reaching significance," accord- 
ing to General Hoyt S. Vandenberg, Air 
Force Chief of Staff, was a recent flight 
by Air Force planes equipped with tele- 
vision cameras and transmitting equip- 
ment as part of a joint Air Force-National 
Broadcasting Company exercise promptly 
dubbed "Operation Airlift TV." "Those 
of us who watched by television the flights 
of our planes," said General Vandenberg, 
"could envision many applications of a 
similar type of operation in a time of 

Pictures of Washington scenes were 
presented by a Douglas C-47 which 
cruised over the Capital, while aerial views 
of Cleveland were transmitted by a C-54 
which flew above that city. Both planes 
later winged busily over New York to 
make available action photography of 

Ryan stainless steel manifolds are 
important parts of C-47 and C-54 


The Glider Club at Case Institute of 
Technology gave Bruce Todd, newly 
appointed Sales and Engineering Rep- 
resentative of Ryan's Metal Products 
Division, his first initiation into avia- 
tion. By 1939, the year he w^as gradu- 
ated from the Cleveland engineering 
school, Todd w^as also -well on his ■way 
toward a CAA pilot*s license and ready 
for a career in the aircraft industry. 

That career began, prior to World 
War II, at the San Diego plant of Con- 
solidated-VuItee. Here, Bruce w^orked 
as a power plant engineer, mostly on 
the B-24s Convair was building. He 
also flew^ in many of the planes to check 
his department's work. In 1942 he 
moved to Pratt and Whitney's plant at 
East Hartford, Connecticut. The fol- 
lowing year he returned to Los Angeles 
as installation engineer for their power 
plants in both commercial and military 
planes, and remained there for five 

Last month Todd came to Ryan where 
his new assignment will be sales con- 
tacts with the Boeing Airplane Company 
in Seattle and Wichita, Westinghouse 
in Kansas City, Convair in Ft. Worth 
and Chance-Vought in Dallas. The Boe- 
ing B-50, C-97 and Model 377 exhaust 
manifold installations will be one of his 
chief concerns, as will the C-97 fuselage 
section Ryan is building. 

Since coming to live in San Diego, 
genial Sales Engineer Todd has re- 
newed many old acquaintances. During 
his spell at Convair, Ryan's Director of 
Engineering, Harry Sutton, was Bruce's 
boss. Oddly enough, a schoolmate of 
Todd's, Charles Byrne, Ryan's new- 
Chief Engineer of Metal Products, was 
a stranger to him w^hen he first arrived. 
Possibly this can be attributed to 
Byrne's having been on the football 
squad at Case Institute and Todd on the 
track team, where he ran the 440-yard 
and mile races. They are both Mechani- 
cal Engineering School graduates, how- 
ever, but never seem to have met w^hile 

Though Todd is a flying enthusiast, 
he hasn't had an opportunity since com- 
ing to San Diego to fly. He checked out 
in the Navion several years ago in Se- 
attle, has flown most recently at Clover 
Field, Santa Monica and would like to 
get in some more Navion time whenever 
his work permits. 


Three of Ryan Aeronautical Company's 
top executives are scheduled to participate 
in the fourth "Williamsburg Conference," 
the semi-annual meeting held between top 
aircraft industry officials and government 
executives concerned with all phases of 
long range military planning. 

Since the war, government and indus- 
try have been holding these meetings as 
a high level forum to consider long range 
strategic planning and industrial mobil- 
ization, in order that America's national 
interests may be served efficiently and 
promptly in case of any national crisis or 
emergency. Scheduled to attend the meet- 
ings late in May at Williamsburg, Vir- 
ginia, are T. Claude Ryan, President; Sam 
C. Breder, Sales Manager, and Harry Sut- 
ton, Director of Engineering. 

Because the conferences are between top 
government and aircraft officials con- 
cerned with matters of extreme militar)' 
importance, sometimes of a confidential 
nature, no public statements or results of 
the talks are released. 

Track Landing Gear 
New C-82 Feature 

First production model of the Fairchild 
C-82 Packet equipped with Track Land- 
ing Gear was delivered recently to the 
20th Troop Carrier Squadron, 314th 
Troop Carrier Wing, stationed at Smyrna, 
Tennessee. It was the first of 18 planes 
to be delivered with such installations. 

All track-equipped C-82 aircraft under 
the present contract will be delivered to 
the 20th Troop Carrier Squadron, making 
it the first completely track-equipped 
unit. Under present plans the Air Force 
will use the unit for special operational 
testing. Cutting the ground bearing pres- 
sure of the standard landing gear wheel 
by two-thirds, the track makes it possible 
for heavy aircraft to land on sod fields and 
unimproved landing strips. 




(Continued from page 1 3 ) 
oven, at 1950 degrees Fahrenheit. Pick- 
ling is an acid bath which cleans the metal 
part before it goes back to the drop ham- 
mers and a second die, where it again 
receives the tremendous force of pressure 
needed to smooth out imperfections. Again 
the metal is normalized and pickled and 
returns for a final session with the drop 
hammer on a finisher die. 

Before the parts for the manifold as- 
semblies are sent to the welding depart- 
ment they are trimmed, and some of the 
excess metal is cut away from the ends 
and around the flanges. 

In Claude Coppock's Welding Depart- 
ment the two sides of each manifold part 
are joined together by an electric spot 
tacking machine. From these machines 
they are trundled over to the power 
shears, where the tacked flanges are 
trimmed down close. A carbon-arc tack- 
ing machine again reinforces the seams, 
running down each side of the manifold 
part and they are then ready to go to the 
small shed outside the building known as 
the flux shed. 

Welding flux is applied on the under 
side of the manifold seams during this 
operation in preparation for more welding 
processes. From the flux shed the parts 
go to either the oxyacetylene welding ma- 
chine, if they are stainless steel, or to the 
heli-arc welding rig if they are made of 
Uniloy, No. 19-9W. 

Another oven again heats the parts for 
relief of stresses set up in the metal by 
the welding procedures. When the parts 
come from the oven they are given an 
acid bath to clean off the scale which 
forms under the extreme temperatures. 

The "bump" shed, or pre-jig area, as 
it is officially called, is the province of 
Assistant Manifold Assembly Foreman R. 
H. Guyer. In this building, a small struc- 
ture on the north side of building 120, 
the welded and bathed manifold parts get 
a rigid going over. Bumps in the seams 
are hammered out and the exhaust ends 
are rounded up. At the template bench, 
Bill Vogel marks the parts for cutting, 
more welding and grinding. Each produc- 
tion job has a complete set of templates, 
down to the smallest pieces. These are 
clamped around the manifold parts, 
checked for tolerances and marked in red 
for the cutting machines. 

Before the seams can be ground, they 

must again be welded. The edges of the 
parts are then trimmed along the red- 
marked lines put on at the template bench. 
A rough grinding first smooths the welded 
seams, followed by a finish grinding. This 
last process is done with an air grinding 
tool which is hand operated. It buffs down 
the rough seams until they gleam like 

Before the manifold parts are stored 
outside, ready for the manifold assembly 
jigs, the ends are again checked. All over- 
sized ends are brought into tolerance on 
the "guillotine," a small machine which 
clamps two dies together. Ends which are 
too narrow are brought out to proper 
width by an expanding mandrel. 

Special ball and socket parts for the 
Boeing B-50 and C-97 exhaust systems re- 
quire an additional grinding operation. 
The outside of the metal hoops must be 
honed down to a fine gloss before the 
crank presses form the cylinders. 

After numerous welding operations, 
grinding jobs and precision checks are 
made on the manifold parts they are stored 
outside building 120 in a 3-day bank, or 
stockpile, which is three days backlog of 
work. They are ready for their final as- 
sembly now in the manifold jigs. This 
operation as well as the final inspection, 
packaging and delivery of these laboriously 
wrought manifolds will be discussed in a 
later issue. 


First of a fleet of 20 double-deck, 75- 
passenger Boeing Stratocruiser-type Clip- 
pers was delivered to Pan America World 
Airways recently and, as "Clipper Amer- 
ica," has already gone into service be- 
tween the west coast and Honolulu. As 
the remainder of Pan-American's Clip- 
pers are delivered, they will go into the 
Atlantic service. 

The big Boeing-produced plane, largest 
commercially operating landplane, incor- 
porates developments made in building 
B-29 and B-50 Superfortresses and C-97 
Stratofreighters. Performance character- 
istics of the craft, which has been offi- 
cially licensed for commercial passenger 
service by the Civil Aeronautics Admin- 
istration, exceed government standards in 
many instances. Boeing flight crews and 
engineers have flown the Stratocruiser 
more than 2 50,000 miles during an 800- 
hour test program which preceded deliv- 
ery of the first Clipper plane. 

"The new Clipper is a tribute to Amer- 
ican enterprise, manufacturing and en- 
gineering ability," declared A. A. Priester, 
vice president and chief engineer of Pan 
American World Airways as he officially 
took possession for his company from 
William M. Allen, Boeing president, at 
Portland-Columbia airport. 

Ryan-vtaniifactiired exhaust sys- 
tems are sturdy features of Boeing's 
famous Stratocruisers. 

Spectators at Uruguay's Independence Day parade in Montevideo acclaim this Novion, 
which distributors Miller, Medeiros and Bastos took through the streets of the city. 

Charles Byrne, (left) Chief Engineer of the Metal Products Division, hands 
manifold ports to Field Service Representative "Frenchy" Foushee for quick 
delivery to a Ryan customer. Eddie Oberbauer, Assistant Foreman in Final 
Assembly, pilots the Navion, often used to get rush orders out on time. 


(Continued from page 1 ) 
probably the best word to describe them. 
They are short pieces, the ends of which 
splay out to scoop in the gas from the 

Because accuracy is of paramount im- 
portance, and tolerances are as fine as 
2/lOOOths of an inch, the inspection of 
the jet components is a hair-line job. Jim 
Ring is in charge of checking these toler- 
ances, and he, along with Bud Bragdon, 
Charlie Brown and Tom McCarty, super- 
vises tooling inspection on the entire GE 
assembly. According to "Red" Hammock 
and Ring, all the men involved in Jet 
Assembly are anxious to work to the high- 
est standards of quality because of their 
interest in this project. "From an inspec- 
tion standpoint they've cooperated 100 
per cent," says Jim. 

Welding, too, is of such fine precision 
that Bill Kuplik has been especially as- 
signed to this assembly to supervise the 
intricate nature of this part of the work. 
No burrs, mars or other surface imper- 
fections can be allowed, so workers must 
use special care and skill in handling all 
the jet parts, even down to spraying a 
fine coating of plastic on the outer and 
inner cones to protect them as they pass 
down the production line. 

In January, when this department be- 
gan its work, all new machinery and tools 
had to be installed; tools like the Pang- 
born hydro-finish liquid-honing machine 
and the electric portable spotwelder. In 
charge of all machine operations is George 
Lawton, who, along with Gilbert Bell, is 

an assistant foreman in the Jet Compon- 
ents Department. 

Praise of the precision and dispatch 
with which Ryan builds turbojet com- 
ponents is always forthcoming from every 
group of General Electric or Air Forces 
personnel who have watched the depart- 
ment in operation. In fact, at the begin- 
ning of the project, Ryan made history, 
in no small sense, by being the first sub- 
contractor to submit production-built jet 
assemblies which were immediately ap- 
proved, without having to be returned to 
the factory for changes or modifications. 

Jet cones, combustion chambers and 
liners are not the only parts "Red's" crews 
produce. De-icing ducts for PB4Y2s, 
B25-J modification kits, C-82 heat ex- 
changers for AiResearch Company as well 
as drinking water and waste water tanks 
for the new Boeing Stratocruisers are on 
the production schedule assistant foremen 
Emil Magdich and W. A. Steinruck are 

Despite the interest all the men have 
in building these new power plant parts 
for America's growing jet-propelled air 
fleet, it is always a pleasant boost to get 
the kind of verbal pat on the back which 
was contained in a recent letter from Ken 
Houseman, Manager of the General Ekv- 
tric plant at Lockland, Ohio, where the 
Ryan-built parts will be assembled. 

In commenting on his recent inspection 
tour of the Jet Components Department, 
he wrote, "Needless to say, we were very 
favorably impressed with the set-up at 
Ryan and left with full confidence that 
your Company is prepared to do the job 
for us that has been laid out." 


(Continued from page 5 ) 
ager. Here he introduced such innovations 
at the time as standard cost accounting, 
time-study and a group bonus plan. The 
shop at Aeronca during this period was 
laid out so that all equipment and ma- 
chinery for one process was located to- 
gether. All the lathes were in one place, 
in another section of the plant the presses 
were collected and so on throughout the 
entire production floor. Work went out 
from these central locations to the floor 
and came back again and again for re- 
welding, additional cutting, checking or 
other processing. All this back and forth 
movement from assembly back to the 
machines made for a certain amount of 
lost motion. To facilitate the easy flow of 
production from one operation to another. 
Barton revamped the old system and 
moved machinery and men about the shop 
to cut down on time-consuming move- 
ments and, incidentally, to cut costs. 

When, in 1940, Barton came to Ryan 
as factory superintendent, he helped in- 
troduce this de-centralized system of 
work flow at this plant. "Any changes of 
this type in a production line," Barton 
explains, "take much planning and repre- 
sent a composite of the ideas of many 
people, from company executives to the 
men who operate the machines." This 
ability to coordinate diverse operations 
into a smooth flow of manufacture is one 
of the reasons Barton sits in Ryan's Pro- 
duction Manager's office today. 

His present job is largely one of co- 
ordination. All production phases of the 
Manifold Department, Boeing fuselage, 
Navion and General Electric Jet Assem- 
bly are Barton's province. It is his prob- 
lem to see that work on all these projects 
moves smoothly and he corrects any con- 
ditions which might tend to slow it. 

Because the job is one of constant 
change, and work is often performed 
under pressure. Barton is a man who is 
usually on the run. "I never know when 
he's going to be in the office," his secre- 
tary, Helen Bliss, will say, "except when 
he's holding a meeting of the superin- 
tendents." These meetings are an im- 
portant part of the Production Manager's 
job, for from them he finds what prob- 
lems have come up in the shop and can 
work them out, with the help of the men 
directly affected. 

Away from Ryan and the problems of 
cost, schedules, machine design and co- 
ordination of manufacturing. Barton re- 
laxes with good music. He has, at present, 
over 400 record albums comprising the 
works of both the old masters and the 
moderns. In addition to record collecting 
(Continued on page 17) 


(Continncd from page 16) 
the Production Manager is an ardent 
golfer. Although he has pla)'ed golf for 
only two years, he now shoots well under 

The next time the San Diego Shriners' 
Drum and Bugle Corps marches in a 
parade and you happen to be on the curb- 
stone watching them pass, keep on the 
lookout for a familiar figure playing a 
bugle. It will be "Bart," rolling out trum- 
pet flourishes, for he seems to be a man 
of many talents and you never know 
where he will turn up next; on the pro- 
duction floor, at the golf links or quietly 
at home with his wife and two daughters 
listening to good music. 




(Continued from page 4) 
propulsive thrust" is because of its approx- 
imation in principle to the power obtained 
by using jet reaction engines. The intensity 
of the heat generated in the cylinders gives 
added impetus to the gas as it expands and 
is "nozzled" from the stacks. The added 
power comes from the increased thrust, 
which in other types of manifolds is dissi- 
pated due to turning the exhaust stacks 
downward so that the gases furnish no 
drive to the planes in propelling them for- 

In addition to the propulsive thrust of 
the Ryan manifold system on the DC-6, 
fully reversible propellers have been in- 
stalled as a further refinement in speed 
control. The reverse thrust from these 
props is used to bring the plane to a faster 
stop after landing, thereby lessening the 
use of wheel brakes. 

The comfort of DC-6s is built-in, tech- 
nically speaking, for one of the improve- 
ments engineered on this postwar commer- 
cial carrier is its air-conditioning for hu- 
midity as well as for heating and cooling. 
The system has ground ventilating blow- 
ers that operate automatically when the 
plane is on the ground, which means that 
when the airliners land in summer tem- 
peratures, passengers who are not getting 
off experience no sharp contrast of the air 
on the ground compared to the cool air 
they have been enjoying aloft. 

A new Air Freighter, modelled on the 
lines of the DC-6, is now planned for pro- 
duction at the Douglas Company- This 
plane will also be equipped with four 
Pratt and Whitney Double Wasp engines, 
fly in excess of 300 m.p.h. and will be 
capable of carrying a payload of 1 5 tons 
on a 2000-mile flight or transport 23,000 
pounds of air freight non-stop from coast 
to coast. 

WHO WRITES JOKES? Ever wondered who rhinks up clever routines for radio comed- 
ians? One such mysteryman is Zeno Klinker, No. 1 writer for Edgar Bergen and 
Charlie McCarthy, and owner of a Ryan Navion. Zeno praises his Novion for those 
critical moments when, as inspiration appears just out of reach, he takes to the air, and 
finds the answer. Too, he needs his plane to keep up with bossman Bergen, also a Ryan 
Navion owner. Comedy isn't Zeno's sole forte; he has also found time to assemble 
one of the world's finest motion picture histories of the development of aviation. 

CHILE'S FIRST RYAN NAVION was delivered last month to 
Ricardo Robinson, Studebaker distributor in Valparaiso. Rob- 
inson was accompanied on his homeward flight from San 
Diego by Eduardo Sepulveda, Chilean Air Force officer. "Our 
country has long needed a safe and practicol plane like the 
Navion," Robinson said in accepting title from William Broth, 
erton, Ryan Export Sales Coordinator. Plans call for demon- 
strations of his smartly-finished '49 model throughout Chile, 
with special attention given to flying clubs. 

LAWYER FLIES. Henry L. F. Kreger, partner in the law firm of Squire, Sanders & 
Dempsey, Cleveland, Ohio, travels cross-country by Navion, soys he wouldn't do it 
any other way. Frequent trips to Buffalo and New York City for conferences with 
clients head his schedule. Quick hops to Washington help in handling important 
business with federal agencies. The Kreger family's recent flight to Palo Alto, Cali- 
fornia, for visit with daughter Paulina, a junior at Stanford University, was voted 
their vocation favorite. Son Charles, an engineer with the Crane Co. in Chicago, also 
enjoys taking on occasional turn at the Novion's controls. 


Portland, Oregon representative for the Coe Manufacturing Co. "Trips which 
used to take several days by cor are now accomplished by Navion in a few 
hours. The ability to rush replacement parts to customers has also been a great 
help. The Navion recently sold a complete machinery plant by enabling us to 
move key personnel rapidly." 

HAULING TRUCK PARTS, attending dealer meetings and flying drivers to pick up 
cars ore just a few of the uses Walter Dufresne, Dodge & Plymouth dealer in Boise, 
Idaho, has found for his Navion. "The plane's a great help in covering the broad 
stretches of Idaho," soys Dufresne. "And I've always held that there's nothing tjetter 
in the world for a good hunting or fishing party than the Navion. I personally enjoy 
most the flight to Bennett's Ranch, which sits 3,100 feet high in the mountain 

ORIGINAL FLYING DOCTOR . . . That's Dr. Frank A. Brewster of Holdrege, 
Nebr., whose Ryan Navion is a modern successor to the long series of aircraft 
he's owned since 1919, when he purchased the first plane in the U.S. to be used 
by a physician for making calls. Well-known for his radio appearances and 
the many magazine articles and motion pictures describing his flight activities, 
Dr. Brewster is a 75-year old pilot who regularly Navions the 100 miles sepa- 
rating his two clinics. A treasured keepsake is his scrapbook of articles gathered 
from all over the world describing his flying. 

WHEREVER AUTOMOTIVE TRADES people gather and Sam Lev- 
itt's name is mentioned, someone's sure to say, "Oh, you mean the 
'flying' salesman!" For Levitt's reputation as "the guy who pilots 
his own airplane" has spread far and wide during his cross-country 
travels. As direct-factory representative for specialty manufactur- 
ers, this New Yorker flies up to 100,000 miles per year, calls his 
'49 Ryan Navion the perfect soles plane. Frequent meetings with 
executives of the nation's leading chain automotive accessory 
stores, rubber companies and mail order houses keep him and his 
sample cases regularly on the wing. 

CLUB GOES NAVION. Two heads ore better than one, they say, so a decision 
by many heads should be even more reliable. Members of the Los Altos Flying 
Club in Los Altos, Calif., demonstrated their belief in the truth of such an adage 
this month when they bought a handsome Navion. Like so many other private 
flying groups ore doing this year, the Los Altos folks traded in their older two- 
place ship for the bigger, more useful Navion. United Air Lines captain Gilbert 
Sperry is a "busman's holiday" flying member of the Los Altos Club, who likes 
to log time on the Navion between airline schedules. 

NAVION IN THE ARGENTINE. "I do a lot of flying in my Ryan Navion. When 
visiting my family at the seashore — some 300 miles from my office — I land near 
their hotel in a recently harvested oat field. It's wonderful to think that I can actually 
do a spot of work here at the plant on a Saturday morning and still hove time for 
a sea bath before lunch. The more flying I do, and the more I talk with people who 
fly, the more convinced I am that I hove the ideal private plane." — Robert M. Frozer, 
Buenos Aires, Argentina. 


(CoutitJued from page 10) 

flights of small private planes. It has been 
estimated that close to 10,000 flights were 
made during the blizzard season in the 
state of Nebraska alone. There are more 
than 6,000 private planes owned and op- 
erated by residents of the seven states 
hardest hit by the cold and snow. Most of 
these owners worked tirelessly during the 
disaster period. Their flights proved the 
inestimable value of personal aircraft in 
performing the type of rescue work in- 
volving crude landing strips, short take- 
off areas and low-flying aerial deliveries 
of food, medical supplies and mail. 

There could be no more dramatic way 
of presenting the job accomplished by pri- 
vate pilots than to recount excerpts from 
the log of Ryan Navion owner and dealer 
Edward Kooper of Alliance, Nebraska. 

The flights Kooper made between Jan- 
uary 8th and February 7th, when all roads 
around Alliance were blocked by drifts, 
totalled 5,5 50 air miles. Here is a recount- 
ing of the missions in Kooper's own words: 

"On January 10th, I made food drops 
to the Noalan Ranch, the Kooper Ranch, 
the Smith Ranch; a medicine drop to the 
Younkin Ranch, where four small chil- 
dren were ill; and a tractor repair drop to 
the Bignell Ranch. Each drop consisted of 
a minimum of 100 pounds, and total time 
for these flights was 2 hours, 45 minutes. 
Visibility on the return of this trip was so 
low that I had to follow fence lines to 
reach the airport. 

"On January 1 2th, I flew air and ground 
liaison in my Ryan Navion for a ground 
party of crawler type tractors and jeeps 
opening a road for a propane gas truck, 
which had been stalled in the snow drifts 
around 20 miles from Alliance, since the 
beginning of the great blizzard. It was 
very essential that this truck reach Alli- 
ance, as many residents were running short 
of gas for cooking and heating. 

"On January 19th, I made a morning 
food and veterinary medicine drop at the 
Withers Ranch. In the afternoon, I flew 
Mr. Brown of Valentine, Nebraska, to his 
ranch. We landed on a lake, which, even 
though swept by winds, had heavily 
crusted snow in drifts 6 to 8 inches high. 
This gave the Navion landing gear a 
rugged workout as we sometimes rode 
on top of the snow where it froze hard. 

"On January 30th, we made several 
reconnaisance trips over isolated cattle 
herds. Due to these flights, ranchers own- 
ing them were able to locate and care for 
them much quicker than would other- 
wise have been possible." 

This dispassionate account of rescue 
work by just one Ryan Navion owner 
should be multiplied many times to give 

a full scale picture of the service owners 
provided in the West's time of dire need. 
Even the mails got through, if not on 
time, at least not too late to bring cheer 
to isolated families. 

Clyde Perrin, a mail carrier who delivers 
out of Alhance, was piloted by Ed Kooper 
over his rural route of forty-two ranches. 
In one day he dropped to the snow-bound 
families along the way over a month's 
back load of first-class mail, which had 
been piling up in the post office since be- 
fore Christmas. In an article describing 
the operation, which Hugh Bunnell of the 
Alliance Times-Herald News wrote, he 
mentions the possibility of using air serv- 


It*s hard to wear out a Ryan-made 

Word conies from far-a^vay Hong 
Kong that three Ryan STM two-place 
planes made in 1940 are not only still 
flying, but making money for their 
owners as student-pilot trainers. 

Helping to keep them in top shape is 
a former Ryan School of Aeronautics 
student, Bob King, who was graduated 
in 1928. He is Engine Instructor for 
the Far East Flying School based on Kai 
Tak field, Kowloon, Hong Kong, China. 

Few light training type airplanes 
have had a more eventful history than 
the three STM's now helping transform 
beginners into capable pilots. This par- 
ticular group of planes was part of a 
hundred built for the Netherlands East 
Indies government, which found them 
extremely helpful in preparation for 
the Pacific clash which appeared inevi- 
table even then. 

When the Japanese struck the Indo- 
nesian islands the Ryan planes were sent 
to Australia, where they served with 
the Australian Air Force. After the suc- 
cessful completion of the war and liber- 
ation of Hong Kong, the Far East Fly- 
ing School bid for the still sturdy craft. 

At first glance the rates for flying 
and engineering work at the Hong Kong 
School appear to be slightly on the ter- 
rific side, flying fees being listed at $96 
per hour. But, after the exchange medi- 
um of approximately four HK dollars 
to one U. S. dollar is applied the fee 
shapes up in more attractive proportion 
compared to inflated prices prevalent 
in the Far East. 

ice to deliver mail in the future to isolated 
ranches, winter and summer. It would be 
much easier, the route carrier feels, to drop 
labeled packets to his customers than to 
make the car-wrecking trip over back 
country roads for each delivery. 

Amplifying some of the problems of 
the blizzard rescue work, Kooper said, 
"The airport hangar was unheated, but 
even so, I had little trouble starting the 
engine of my Navion on all of those sub- 
zero mornings. Upon locating the home 
of the distressed farmer or rancher, I 
would circle above it in the Navion until 
the owner appeared in his yard. Then I 
would circle out into the wind, ease the 
throttle, put on full flaps leaving gear up, 
open the canopy to the first stop or farther 
according to the size of the package, seek 
an altitude of about 80 feet above ground 
and at an air speed of 70 m.p.h. push in 
full throttle. Then at the proper moment 
I gave the drop order to my passenger who 
by this time had the package or packages 
resting on the right wing. While circling 
prior to the run, I would select an open 
spot of deep snowdrifts in the ranch yard 
for the target." 

In speaking of the Navion's perform- 
ance during these package drops, Kooper 
said, "I was somewhat apprehensive the 
first time I slid the canopy back past the 
first stop to sHp out a large package, be- 
cause of the warning tag, "Do not slide 
past first stop while in flight.' However, 
my Navion was as gentle and responsive 
as usual and showed no tendency to 'mush 
in.' " 

The mercy flight of one Navion owner 
ended in tragedy. Dick Reed, operator of 
a unique, pioneering charter flying service 
in Casper, Wyoming, gave his life flying 
food and fuel oil to a marooned pipe line 
station in the Green Mountains of Wy- 
oming. According to Reed's partner in the 
flying service, Carl Potter, only the ex- 
treme urgency of the situation prompted 
both men to fly their planes so heavily 
loaded with oil drums, and in such poor 
flying weather. Reed's plane was carn,'ing 
three 30-gallon diesel oil drums, two in 
back and one just behind the dual controls 
in front. While en route to the pipe line 
station on the third flight that day, the 
drums in Dick's plane broke loose from 
their lashings and the forward drum 
jammed against the controls, causing a 
fatal crash. 

The natural gas pumping station, and 
the families who operated it, supphed sev- 
eral small Vi'Voming communities with 
heat to withstand the frigid weather. The 
two partners had been flying several times 
a day, under minimum flying conditions, 
to bring in relief supplies. The perils Reed 

{Continued on page 19) 


(Cojitinncd from page 18) 
and Potter underwent, like those of other 
private plane pilots, serve to highlight the 
bravery and endurance these men showed 
throughout the blizzard areas for weeks 
on end. 

Ranchers and farmers of the stricken 
areas have had the usefulness of private 
planes demonstrated to them in the most 
dramatic way possible, and according to 
Civil Aeronautics Administrator Delos W. 
Rentzel, last winter's blizzards and winds 
in the West blew some good for makers 
of light planes. Rentzel bases his conclu- 
sion on the bales of cUppings sent the 
CAA, praising the role played by personal 
planes in winter relief work. 

"You don't have to prove to a rancher 
that an airplane is useful to him after it 
has saved his cattle, staved off his own 
hunger or brought him fuel when all 
other methods of transportation had brok- 
en down," Rentzel said. 


(Continued from page 7 ) 
stallation, and, if necessary, an adjust- 
ment of safety guards or other devices of 
an anti-accident nature. 

The rapid changes in plant layout to 
accommodate new contracts, like the re- 
cent reorganization to install the Jet Cone 
Assembly, expose new hazards. It usually 
means the machines which have been 
moved must again be studied in their new 
location to uncover any hazards not found 
before. All changes within the plant mean 
a constant pohcing job on the part of 
everyone concerned with safety to see 
that any hazards exposed are properly 

There is more to industrial safety, too, 
than just the committees, foremen, post- 
ers and rules. Any Safety Engineer must 
have a background of industrial engineer- 
ing. In the case of both Morrie Clancy, 
Supervisor of Safety and Welfare, and 
Herb Rawlings, this requisite has been 
met. During Rawlings' six years with 
Ryan he has spent two years in the Safety 
Engineers' office. He has had two courses 
from the State Industrial Committee on 
safety engineering and another from the 
Extension Department of the University 
of California. During Clancy's seven years 
as Safety Engineer, preceding Rawlings, 
he took numerous Extension courses. The 
two are also familiar with all operations 
in the plant, from having made a study 
of all processes in use on the shop floor, as 
well as the machinery in use, its accident 
potential and method of safeguard. 

The type of accident which causes more 

loss of working time is another factor to 
be studied for any industrial safety pro- 
gram. According to Morrie Clancy, most 
minor accidents in the aircraft industry 
involve the eyes and fingers. Cause of 
these accidents is usually the worker's 
careless use of eye protectors or gloves. 
Most common major accidents are back 
strains, resulting from someone's improper 
lifting technique, or being too proud to 
ask another's help when a heavy piece of 
equipment has to be moved. 

The purpose of any safety program is 
to cut down, if not completely eliminate, 
these accidents so that the individual may 
enjoy a full paycheck each week, instead 

of languishing in the hospital collecting 
only a small sum in compensation for the 
time he misses away from the machine. 

But no amount of lecturing, foremen's 
warnings, list of safety rules, posters or 
committees can decrease the accident rates 
if the individual lets down his guard. 
"Safety is a state of mind," is a slogan, 
the importance of which cannot be 
stressed enough. The next time you have 
occasion to use a telephone within the 
plant, glance at the center of the dial and 
remember, he who gets careless may be 
the subject of someone's having to dial 
those three red numbers listed under 

Why a 5 Year Procurement Plan? 



16 MOS. 






14 MOS. 






12 MOS. 










What the Other Man Thinks 

"Two workmen vrere watching the operation ol an immense piece ol machinery Twhich 
shoveled fifty tons of earth in one scoop. One of them said: 'Bill, if it weren't for that 
blasted shovel, 500 of us might be busy with our spades.' 

" 'Yes.' answered Bill, 'and if it weren't for our spades. 1,000.000 of us might be busy 
with teaspoons.' " 

— Detroit Purchaser 


"The ^vanton. seemingly unthinking dissipation of our nation's aircraft ^worker 
skills could very well contribute to a national disaster if it is allowed to continue. 

"The loss of these skills results from the recent cut-backs in airplane production 
orders by the Air Force, which in turn is brought about by proposed budget cuts 
in airplane procurement and the resulting disruption of the five-year air power 
plan adopted by Congress during its last session. 

"These cut-backs and the lay-offs of thousands of aircraft workers brings up the 
whole problem of sound planning in our air power program and the absolute 
necessity of achieving some kind of steadiness in the procurement of aircraft. 

"Steadiness is needed not only to avoid the costly and perhaps disastrous dissi- 
pation of aircraft worker skills, but also to provide more units of airplanes for less 
cost to the government and its taxpayers, and to properly maintain aircraft manu- 
facturing facilities in a state of readiness so that they can be vastly expanded 
when and if needed." 

—Representative Chet Holifield (D., Calif.) 

"There's nothing that Communism can do for the world that Capitalism isn't already 
doing better! 

Communism delivers; 
Work - or - starve and the 
dreadful security of a job 
for life in a slave labor 

Communism promises 

Capitalism delivers: 
Social security; vrages en- 
abling a man to save for 
his future; a standard of 
living higher in the worst 
times than Communism 
gives at its best. 
"Come to think of it, what else does communism even promise? But it delivers a great 
deal more — ballots with only one name on them; prison camps if you stay away from 
work; 'homes' of one room for entire families; government dictated wages and prices so 
fixed that you will never rise above a bare and barren existence: riches for a few 
bureaucrats who keep themselves in power, poverty for everyone else; constant fear, 
frustration, hopelessness wrhich only death can end. 

"And yet there are people, who call themselves Americans, working, scheming, plotting 
night and doy right now to force these 'blessings' of communism onto you and your 

— Warner and S'wasey 

Manufacturers of Machine Tools 


"Would you like to work best in a department that is growing in size every day. 
where new jobs become available as the working force expands, where new equip- 
ment makes work easier to do, vrhere costs are low and are becoming lower — in 
short, where a profit is being made? 

"Or would you rather be in a department vrhere vrork tends to be spotty, where 
equipment is old, where contraction is taking place, where costs are high arid 
where little profit is being made or a loss suffered? 

"The best jobs from the standpoint of steadiness, where the greatest opportunity 
for advancement is present, are in the department, the plants, and the companies 
that are earning the greatest profits. High profits result from efficient operations. 

"The company with the highest profit in an industry is the company that is most 
likely to grow. It attracts investors who put up the money for plant enlargement. 
And low costs that make possible high profits come only from excellent equipment 
and an able team of employees. Most anyone can be proud if he can say: 'My 
company earns the largest profit in the industry.' 

"There is no permanence and no future in a job with a loser on the way to 

— E. J. Hanley, Vice President and Treasurer 
Allegheny Ludlum Steel Corporation 


"This may sound crazy in this day and age. but I wish there were 100 times as many 
millionaires in this country as there are today. 

"I wish you were one. I wouldn't mind being one myself. 

"My theory is that almost every millionaire helps other people make money. Whether 
you like millionaires or not — most of them build businesses, set wheels turning, give jobs. 

"I don't mind if you make a million dollars, if. in so doing, you add to the general 
activity and prosperity of America. The amount of money to be mode in America is not 
limited. We could make a total of 300 billion a year if we all worked harder and had 
good, energetic leadership." 

— Don Hero!j 


Last week, May 8th to be exact, the 
Navy's "Truculent Turtle" took off from 
the Naval Air Station, New York, for its 
commemorative flight to Plymouth, Eng- 
land, via Newfoundland, the Azores and 
Lisbon, Portugal. Just 30 years ago this 
date the famous Navy seaplane, the NC-4, 
flew this route in the first crossing of the 

The Lockheed-built P2V-2 "Neptune" 
is the plane which holds the world non- 
stop distance record of 11,23 6 miles from 
Perth, Australia, to Columbus, Ohio, set 
on October 1, 1946. The record was set 
with Commander Thomas D. Davies, 
USN, as pilot. Commander Davies also 
flew the historic New York to Plymouth 
flight, accompanied by Admiral A. C. 
Read, USN (Ret.), pilot of the historic 
NC-4 on its flight in 1919. 

The "Truculent Turtle's" flight cov- 
ered the same route as the NC-4, with 
the exception that there was only one 
stop; in Lisbon. It landed in Plymouth 
May 9. 

P2V "Neptunes" are equipped uitb 
Ryan ntanifolds. 


A new record for a transatlantic plane 
passenger load was set May 4, when a 
Douglas C-74 Globemaster hauled 82 
homeward-bound U.S. airmen from Mar- 
ham, England, to Brookley Field near Mo- 
bile, Alabama, home base of the plane. 

The Globemaster carried home airmen 
due for a period of duty at U.S. air bases 
and has returned to England with others 
completing their stateside tours. 

The first leg of the return trip was to 
Lagens Base in the Azores, 1420 miles 
from Marham. From the Azores, the plane 
flew 1862 miles to Bermuda and then 
1198 miles to Alabama. 

The C-74 has a wingspan of 173 feet 
and its tail assembly towers over a four- 
story building. The plane made the 4480- 
mile crossing in 27 hours, at an average 
of about 16^ m.p.h. The plane carries 125 
fully equipped combat troops or 30,000 
to U1,000 pounds of cargo. 

Douglas C-74s are equipped uitb 
Ryan-built exhaust collector systems. 


(Continued from page 6) 

The XAJ-1 will combine two Pratt & 
Whitney engines with but one G.E. -Alli- 
son J-3 5 turbojet. According to recent 
press releases this plane will be much faster 
and able to carry a heavier bomb load than 
any carrier-based type. 

There was considerable skepticism six 
years ago when the idea of the composite 
powered plane was first discussed. The 
British, themselves responsible for the jet 
engine, toyed with the idea, but dropped 
it as impractical. Then the U. S. Navy's 
Bureau of Aeronautics put the plan up 
for study, and Ryan engineers and pro- 
duction people came back with the "Fire- 
ball" as a practical answer. 

Here was a plane which blended the 
best qualities of piston and jet engines. 
The FR-l's propeller-driving engine gave 
it short take-off and excellent maneuver- 
ability characteristics, plus the economy 
of fuel necessary for long range. It's jet 
engine, not ideally suited as the sole source 
for powering a carrier-based fighter, be- 
cause of longer take-off run and high fuel 
consumption, was combined with the pis- 
ton engine to give a high, sustained rate 
of climb and top speed under combat 

It is interesting to conjecture what suc- 
cess the Fireball-type of fighter would 
have in intercepting the high-flying B-36 
bombers. There has long been an argument 
as to whether or not jet fighters could 
satisfactorily intercept and maneuver 
against high-flying bombers, due to the 
difficulty of making sharp turns, in the 
high altitudes and thin atmosphere. A 
more maneuverable combined jet and pro- 
peller type fighter may or may not answer 
this tactical problem. 

As the new models of these compositely 
engined planes are turned out and join 
our ever-expanding air fleets, Ryan can be 
justifiably proud of the spade work its 
engineers, designers and builders did on 
the composite-engine type of plane now 
proving of such value to the services. 

PACESETTERS for dibtnbutor and dealer participation m shows and exhibitions, Anco, 
European Ryon Navion distributor, this month displayed a beautiful Italian Cream 
1949 model at the Paris Aviation Salon. Famed as the world's largest and most 
important aviation exhibition, the two-week Salon attracted 500,000 visitors, drawn 
from every part of the globe. Recognizing the event as an aircraft market as well 
as a showcase, Capt. Henri de Montmarin, a managing partner of Anco, kept another 
Ryan Navion at a nearby airfield for demonstrating to interested persons. 

FLYING OYSTERS. "Luscious Louisiana oysters and shrimp 
delivered from bayou to dining table in o matter of hours," 
reads the copy for Bill Eberhart's FLYING CHEF advertising. 
Adding such interesting cargo flying to the many other phases 
of his Louisiana Aircraft business, this hustling distributor 
keeps seafood-laden Ryan Navions on the go between the 
bayous and bays near Patterson, La., and his Baton Rouge 
deep-freeze lockers. Bill, himself, and his right hand man, 
Jack Rogers, ore aerial chauffers for the salt-water delicacies. 

NEW MINNEAPOLIS DEALER. Naas Air Service now fills the long-felt need for 
aggressive Ryan Navion representation in the Midwest's Minneapolis stronghold. Oper- 
ating a downtown office in addition to their headquarters at Flying Cloud Field, Dave 
and Vernon Naos, while helping to swell '49 Ryan Navion sales, ore also busily serving 
Minnesota's many present Navion owners. 

HAYLIFT NAVIONS. Aircraft Service Company, distributor in Boise, Idaho, 
worked two Navions overtime this winter as mercy ships, hauling food to cattle, 
horses, and sheep snowbound in the Idaho hill country. ASCo pilots taking part 
in "hoylift" and "foodlift" programs included Les Randolph, Glenn Higby, 
Glen Eichelberger, Howard Jeppson and Robert Scott. 

"PLAY BALL!" Teams of the Eastern Professional Baseball League see a great deal 
of league prexy. Tommy Richardson, who flies the circuit in a Ryan Navion. Richard- 
son is a regular charter customer of John Abiuso, Horrisburg, Pa., Ryan Navion dealer, 
whose 22 years in aviation have convinced him that charter jobs are the surest road 
to airplane sales. Abiuso pilots Richardson and other league officials around their 
Connecticut-New York-Pennsylvania territory several times a season, seeing to it that 
they never miss a playoff or league meeting. 

TWO PAY-OFF soles techniques are working for Metcalf Flying Service, Inc., 

dealer in Toledo, Ohio. Tommy Metcalf, president, first carefully screens his 
Ryan Navion prospects, selecting those he believes worthy of an all-out invest- 
ment of his time and energy. To these, he devotes as much as o full week 
with a Ryan Navion demonstrator. He takes them practically anywhere at any 
time, for business and pleasure, confident that through actual cross-country 
flying they will become convinced of the Navion's advantages as fast, com- 
fortable, economical transportation. The second port of his formula calls for 
on active and continuous campaign of teaching Navion owners how they con 
obtain the greatest utility from their planes. Special emphasis is again placed 
upon increasing their cross-country experience. Token of success in the latter 
direction are his customers' log books which show that after a year or less of 
ownership, the Navion owners ore flying to all parts of the country. 

"SO CONVENIENTLY LOCATED a 30c bus trip takes you to the 
heart of Manhattan in 35 minutes," soys Bob Hewitt, Mallard Air 

Service prexy, of the new facilities his organization occupies at 
Teterboro, N. J. Other features are 300,000 square feet of paved 
romp, more than 8,000 square feet of hangar space. A comfortable 
customer lounge, and a country club complete with bar, grill and 
restaurant close by, add to the pleasure of a stopover with Mallard. 
"We've on exceptional brand of service in store for Navion owners," 
Bob promises. 

NAVION AMBULANCE. Two new Ryan Navions will soon be assigned ambu- 
lance duty with the Sonidod Militar, Uruguayan government health agency. 
Miller, Medeiros & Bastos, distributor in Montevideo, completed the transaction. 


MAY 25, 1949 VOL. 10, No. 5 

Published By 

Ryan Aeronautical Company, Lindbergh Field, San Diego 12, California 

.... Frances L. Kohl, art and production editor Robert F. Smith, Navion news editor 

Don Doerr, chief photographer William Wagner, editorial director. 


lichard Timmis, editor 



Return Postage Guaranteed 

POSTMASTER: If addresstc has removed, and ne 



t.fy sendci 



4071 HAINES 


Sec. 562, P. L. SC R. 


San Diego, California 
Permit No. 437 

for easy flying, comfort, ruggedness, too! 


visibility...5eedownl2 degi 


for- occurate fuel 
quantity readings. 

Some of the many sofety feotures | 

of tfie thorougfily equipped Ryan \ 

I stondord tnstr\jment panel 1 

BEHIND THE WHEEL of the Ryan Navion is the only place to learn 
how safe it is, how easy to fly. There's a reason why Navion gives 
you more of these vital qualities. Good aircraft design is a blend- 
ing of desirable features. In the design stage, the dominant features 
of the plane to be produced are selected . . . aU other features 


GAUGE for efficient, 
economical engine 


PROPELLER, like shift- 
ing gears for fast 
getaway and climb; 


FUEL SYSTEM with air- 
liner-type auxiliary 
pump arrangement. 

follow. Navion is big and fast. It is rugged and hardworking. 
But . . . first and foremost, it is safe and easy-to-fly. That's the 
way it was designed . . . the way it's built. That's why it's first 
choice with more and more businessmen who fly everywhere. 
And here's what makes it that way . . . 

BIG, FULL-DEFLECTION, high lift flaps de- 
liver landings at only 5-i m.p.h. with full 
load and no wind. Only 875 ft. needed to 
clear a 50-ft. obstacle— landing or take-off. 

RUGGED, WIDE TREAD tric\cle gear features 
oversi/c tiros and stccrahle nosewheel. 
Deep-stroke shocks and equalized hy- 
draulic brakes make ground-handling easy. 



give you "two-control after take-off." yet 
you have rudder when you want it. Navion 
forgives pilot errors short of foolhardiness. 

900-FT. PER MINUTE initial rate of climb 
is delivered by Navion's husky 205 h.p. 
engine. Dependable dual fuel system, like 
modern airliner's, is standard equipment. 

FULL AILERON control understalling speeds, 
with Ryan Navion! Rugged, stall-resistant, 
all-metal wings are "built like a bridge" 
. . . and that means real safety for you! 

SMOOTH, "IN A GROOVE" flying even in 
rough air. . . cruising speeds up to 155 m.p.h. 
Navion delivers 800-mile economy range 
with auxiliary underseat fuel tank installed. 



aft and side motion of the tailpipe as 
well as the up and down motion while in 
flight. One portion of the tailpipe was 
attached to the airplane structure and one 
portion to the engine. Ted Hacker, Ryan 
Manifold Design Engineer, solved iIms 
thorny problem of transverse motion by 
devising transversal seal rings which fitted 
between the engine and the plane's struc- 

Because of careful planning, this ex- 
haust system, prototype for the present 
Ryan ejector-type installations, required 
no reworking or design changes after 
operational tests, but there were tremen- 
dous problems involved in the construc- 
tion of the assembly. 

Of the fourteen large, stainless steel 
sections which made up the final assem- 
bly, some were as much as six feet in dia- 
meter. Biggest headache was holding these 
huge sheet metal parts to fine tolerances 
during welding, heat-treating and assem- 

At the time the Typhoon was being 
tested, Claude Whitehurst, now Metal 
Products Engineering Designer at Ryan, 
was with Wright Aeronautical. He 
worked as configuration and powerplant 
designer for the installation of the T-3 5 
in the B-17 when it was first tested, and 
helped solve the problem of a special 
starter for the engine when the plane was 
on the ground. 

Largest jet exhaust system dworfs man standing to left. Some 
sections of this Ryan-built collector measure six feet across. 

Biggest Ryan Jet Engine Assemlily 

Only recently has the Air Force per- 
mitted release of these pictures of the 
largest tailpipe assembly ever built for a 
turbojet-propeller installation. Now the 
story of Ryan ingenuity, inventiveness 
and manufacturing skill can be told. 

Several years ago Wright Aeronautical 
Corporation began work on an experi- 
mental gas turbine-propeller engine, re- 
ported to be one of the largest in the 
world, with a thrust said to be in excess 
of 5,000 pounds. They called on Ryan 
engineers and workmen to turn out the 
largest tailpipe assembly ever constructed 
to carry off the fiery exhaust gases and 
provide jet thrust for the engine. In ad- 
dition, this exhaust outlet system was so 
designed as to create a jet pumping action 
which provided forced cooling for the 
engine shroud and oil-cooling systems. 

One of the design problems Ryan engi- 
neers had to conquer was the forward. 

This huge Wright T-35 Typhoon gas turbine propeller en- 
gine shown here in the nose of a B-17 Fortress developed 
tremendous power. Ryan built exhaust system for Typhoon. 


1 ] 


Appell Drilling Company puts 

Navion to rugged use hauling 

parts and technicians 

THERE isn't a harder working or more 
essential piece of machinery owned by 
the Appell Drilling Company of Alice, 
Texas, than their Ryan Navion, which is 
used as a "jack-of-all-trades" cargo and 
personnel transport. 

For over a year the company has de- 
pended on the all-metal, four-place plane 
for servicing their oil well drilling rigs 
scattered over the important Southwest 
and Gulf Coast areas of the Lone Star 

W. O. "Bill" Poole, veteran pilot and 
"tool pusher," has done most of the fly- 
ing between these two widely separated 
general areas as well as on the shorter runs 
between office and rigs in a single sector. 
From his 500 hours experience at the Na- 
vion's controls comes a fresh story of a 
modern business plane's remarkable utility. 

Every day, usually in company with 
Bill Appell, the owner, or some other 
executive of the firm, Poole flies from 
their main office in Alice to one of the 
field sites where Appell rotary drills are 
employed in the steady, penetrating 
search for precious petroleum. So routine 

has use of their Navion become, the Ap- 
pell folks now are as used to air travelling 
as they formerly were to covering their 
rough Texas territory in trucks and jeeps. 

"Yes, we've had so many 'important' 
and 'unusual' trips in our Navion, we long 
ago gave up tiying to set apart any par- 
ticular ones," says Bill Poole. "Use of the 
plane is simply routine business practice. 

"A lot of our jobs are located in the 
remote and hard-to-get-to brush country. 
We've made air transportation in such 
cases an easy matter by often going in 
with a bulldozer immediately and clearing 
our own small landing strips right along- 
side the rigs. 

"To keep one of these big rigs working 
without a complete shutdown, which usu- 
ally lasts at least 48 hours, we fly in re- 
pair parts to handle machinery break- 
downs. We even do this at night, taking 
special care to make our navigation good 
and sharp. 

"Making a night landing on one of our 
short 1,000 to 1,500-foot unlighted strips 
isn't without its tough moments, even 
with an easy-to-fly ship like the Navion. 

We frequently have to make a second pass 
or very low turn — a maneuver which our 
plane does very nicely. 

"Hauling heavy parts and drilling bits 
to get a rig started requires lots of these 
on-the-scene deliveries. If, at a new setup, 
there isn't some sort of clear area, road or 
other place half-way suitable to land on 
close up to the rig, we take a bulldozer 
and knock out a strip about 1,500 feet 

In looking over the whole field of their 
operations, Poole figures that about 8 5 per 
cent of all their landings and take-offs are 
in and out of isolated, unimproved places 
where there's only 1,000 feet or less of 
open ground. Highways and small coun- 
try roads with trees on either side many 
times serve as air fields. 

"There are times, too, when we fly 
along the highways looking for an over- 
due, broken-down truck that is loaded 
with badly needed pipe. When there isn't 
a small clearing handy where we spot the 
missing vehicle, we land right on the high- 
way itself. That way, troubles get solved 
fast, as arrangements are quickly made for 
the repairs which will get the truck going 
again, or will make possible speedy trans- 
fer of the cargo to another vehicle." 

Typical of the Appell jobs is the Con- 
tinental DriscoU B-3 8 now being drilled 
for the Continental Oil Company in Du- 
val County, just west of Benevides, Texas, 
where Poole flies his boss for conferences 
with the Continental executives and field 
superintendents, as well as for regular in- 
spection of construction work in progress 
by Heldt Brothers Contracting Company, 
well-known oil field and road builders. 

Another large rig has been erected on 
the north edge of Mathis Lake northeast 
of Alice. To reach this site with a surface 
vehicle from the main office takes a rough 
and dusty 2 Vz hours, while the Navion 
completes the trip in a fast twenty min- 
utes. After buzzing the rig as a signal 
the boss has arrived with tools and special 
instructions, Poole sets the plane down 
on an improvised strip they've carved out 
of heavy brush with the ever-present bull- 

Length of the drilling rig runway, 
which edges right up to the base of the 
rig and trails off at the end into the lake, 
is about 1,000 feet, with width varying 
between forty and fifty feet. Tight quar- 
ters, a loose top soil surface and slightly 
rolling terrain offer a pretty tough test, 
which the husky, tricycle-geared Navion 
takes in stride, having completed 200 
landings on the field without a single 

On an ordinary flight to the lake loca- 
tion, Poole will carry as many as four 75- 
pound drill bits in addition to passengers. 
(Continued on page 15) 

So that Navion could carry its 
cargo directly to the location 
the Mathis Lake landing field 
was placed as close as possible 
to drilling rig. Strip touches 
lake at lower right hand corner. 

Pilot Bill Poole, left, talk- 
ing to bulldozer operator, has 
just landed owner Bill Appell, 
right, on dirt rood adjacent 
to drilling site. Navion often 
has to use makeshift runways. 

If personnel or equipment ore 
needed at any spot in a hurry 
scrub brush or rough roods are 
no problem for rugged Navion. 
Below, another country rood 
landing near oil well workings. 


R. J. Fullsrton, above, runs anoly- 
sis on spectrograph to determine the 
chemical composition of metal sample. 

Because one of Ryan's most important 
departments could quickly dream up and 
develop a special anti-scaling compound, 
the company landed a very important con- 
tract which otherwise might have b;en 
lost had some unusual specifiications not 
been met. The compound this department 
concocted is a liquid slurry, jocularly 
known as a "mud bath," which protects 
important stainless steel parts while they 
are being fabricated and eliminates the 
scale which otherwise accumulates on 
metals during heat treating processes. 

The Laboratory, is the group of inven- 
tors, testers, compounders and general, 
all-around alchemists called in to solve 
difficult problems of a metallurgical or 
chemical nature. The "mud bath" they 
developed was to coat General Electric 
jet cone parts as they passed through pro- 
duction to insurance their delivery in a 
completely scale-free condition. Almost 
daily,, this group works out a new way, a 
cheaper way or a better way to make the 
manifold or Navion parts, which are the 
lifeblood of the company's economy. 

Supervision of the myriad jobs per- 
formed by the Laboratory is in the cap- 
able hands of Will Vandermeer, longtime 
Ryan experimental designer, engineer and 
technician. All the standards of perfection 
and accuracy which govern the operations 
of most of the machines in the plant are 
Will's concern, as well as the control of 
all processes such as plating, pickling, 
anodizing and salt baths used out on the 
line. In addition, this inventive Dutch en- 
gineer is in charge of research on new 
ideas and techniques for the improvement 


Complex problem all in a day's tvork for\ 
Ryan inventors and investigators 

The 120,000 pound stress machine is used by W. M. Cottrell to test swivel joint. 


of Ryan products; no small chore. Assist- 
ing Vandermeer in the general supervision 
of the Laboratory is Bert Holland. 

Testing is probably the Laboratory's 
most important job. Almost all new metal 
alloys developed for manufacturing use 
arc given a gruelling workout by the 
Laboratory, always on the alert for a 
metal which will improve manifold, jet 
engine or airplane quality, speed produc- 
tion or cut costs. 

An example of the Laboratory's scien- 
tific acumen was the early use of 19-9 DL, 
a special corrosion and heat resistant stain- 
less alloy, manufactured by Universal 
Cyclops for exhaust systems. Almost two 
years ago the Ryan lab put samples of 
this alloy through every known test, to 
determine its strength, resistance quali- 
ties and chemical structure. Results 
showed the superior properties of 19-9 
DL and the Laboratory recommended its 
use to the Engineering Department. This 

Many production problems ore solved by difficult onolyses 
like one B. W. Floersch, chemical engineer, is conducting. 

Novion radio installations ore carefully checked by radioman 
Doug Erickson in copper-lined room next to instrument shop. 

Crystalline structure of small particle of metal is revealed 
to Wilson Hubbell by microscope on metallograph he uses. 

Elements comprising make-up of a metal sample are deter- 
mined by comparing spectrum lines of this densitometer machine. 

good judgment improved Ryan manifold 
quality in no small degree, proving that 
alert scientific investigation pays off for 
both producer and customer. 

A tour through the Laboratory is com- 
parable to a visit to an engineering school; 
something resembling Caltech, MIT or 
Cornell, but on a smaller scale. Besides the 
chemical section and metallurgical depart- 
ment, Ryan maintains a complete instru- 
ment lab, radio repair facility, physical 
testing section and experimental plating 

To the right, as one enters the lab sec- 
tion of the Main Factory building, is the 
instrument shop. Here, surrounded by 
clocks, dials, computers and other in- 
volved gadgets, sits Win Alderson. He's in 
charge of this facility, assisted by J. H. 
(Continued on page 12) 

Clara Livingston, Ryan Navion dealer, flies one of her planes over the harbor 
of Son Juan. The Novion is ideal she finds for island hopping, as well as 
trips fo Miami and other mainland cities from Dorado Airfield in Puerto Rico. 

toba with their distributorship. In addition 
to selling Navions, they run their own 
flying school and private charter service. 
McTavish, who flew six years with the 
Royal Canadian Air Force, was recently 
rated one of the two best private instruc- 
tors in the Dominion. Before joining the 
R.C.A.F. in 1939, he flew two years as a 
commercial pilot. The McTavish's school 
shares with three others the highest pri- 
vate rating of any Canadian flight instruc- 
tion organization. 

Three flight instructors and three 
mechanics work for Chinook Flying Ser- 
vice, which has a large hangar and main- 
tenance and repair facilities at the Cal- 
gary Municipal Airport. 

It takes some humping to cover the 
vast reaches of western Canada, either as 
a sales organization or on charter flight 
service. Only one out of every twelve 
landings Chinook pilots make on charter 
flights are at regular Canadian airports, 
the rest are on rough fields or dirt roads 
near the homes of their passengers. 

On a recent visit to the Ryan factory 
in San Diego, Eustace Bowhay, former 

(Continued on page 14) 


They're flying Navions in Calcutta and 
Paris, Rio de Janeiro and Pretoria, as well 
as here at home, largely because of the 
salesmanship and push of our foreign dis- 
tributors and dealers, of whom Ryan has 
twelve. The story of two of these com- 
panies might serve to illustrate the prob- 
lems and successes of our far-flung repre- 

As far away as Calgary, Canada, D. F. 
McTavish and his wife are selling Navions 
to wheat ranchers, oil men and western 
Canadian business firms. At the other end 
of the continent, in Puerto Rico, Clara 
Livingston, at her airfield near San Juan, 
is demonstrating and selling the personal- 
business plane to sugar plantation owners, 
manufacturers and importers. 

These two foreign sales representatives 
of Ryan are officially known as Chinook 
Flying Service, Ltd. (that's in Canada) 
and Dorado Airfield. Both Navion sales 
organization heads have unusual back- 
grounds as well as years of flying experi- 
ence which eminently qualify them for 
their business ventures. 

In Calgary, Franz and Mrs. McTavish, 
cover the entire provinces of Alberta, 
British Columbia, Saskatchewan and Mani- 

Ryan representatives in Canada and 
Puerto Rico push use of versatile Navion 

Franz McTavish, owner, and Eustace Bowhay, chief pilot for Chinook Flying Ser- 
vice, Ltd. stand in front of large hangar company maintains in Calgary, Canada. 




ALREADY becoming .1 familiar sight 
at airports around the world as 
present large orders are filled, the 40- 
passenger, 300 m.p.h. "240" Convair- 
Liner brings many air travel improve- 
ments into the twin-engine field with in- 
creased speed, pressurized and air-condi- 
tioned cabins and improved operating ef- 

Ryan Aeronautical Company's wide ex- 
perience in the design and manufacture of 
stainless steel exhaust systems has been 
incorporated into the powerplant config- 
uration. Its specially designed manifold 
harnesses the energy in the exhaust gases 
to help provide a claimed increase of from 
10 to 12 m p h. through jet propulsive 

Reaching out to tap each of the 18- 
cylindered, 2400-h.p. Pratt and Whitney 
engines like a silvery octopus, Ryan's in- 
geniously built 19-9 DL corrosion-re- 
sistant steel manifolds coil backwards 
from exhaust ports to make productive 
use of what otherwise would be wasted 
blasts of the flaming gases. More than 3 
feet in length, each manifold consists of 
outlet sleeves, stack bodies, nipple sec- 
tions with 3 -bolt flanges and connecting 

Smooth working teams under Welding 
and Pre-jig Foreman Claude E. Coppock 
and Manifold Assembly Lineup and Jig 
Foreman Joe Love has maintained an 
accelerated flow of parts, each step of 
processing receiving rapid but careful 

Exhaust gases are discharged at 1600- 
1800 deg. Fahrenheit, and at velocities up 
to 1500 m.p.h., into bell-mouthed ejector 
tubes carried through the cowl over the 
upper surface of the wing to the trailing 
edge. High velocity of the gases into the 
bell-mouth creates a venturi effect which 
in turn produces the necessary pumping 
action to suck cooling air across the en- 
(Continucd on page 17 ) 

The novel "orange-peel" cowlings surrounding the Convair-Liner's two Pratt and 
Whitney 2400 horsepower engines are made in four sections. Each is hinged ot 
the firewall, enabling mechanics to reach any part of the powerplant quickly. 

Ernie Simonson, Assistant Foreman, and 
Joe Basso of Manifold Assembly, apply 
heating torch to a 240 exhaust system. 

Cut-away engine nacelle shows compact- 
ness of Ryan-built stainless steel ex- 
haust monifcld on new Convair-Liner. 


Patience, too, is for sale at Ryan, along 
with exhaust manifolds, jet components, 
Navions and other products. Anyone ob- 
serving the final assembly of Ryan-built 
collector systems will have to admit that 
the infinite care, detailed inspection and 
hours of fitting, welding and cutting re- 
quire this virtue in large quantities. It is 
of the utmost importance in the success- 
ful completion of a manifold, for they are 
precision-built products, requiring long 
research and planning, in addition to 
skilled workmanship. 

When the numerous segments of the 
manifold are trundled in from the pre- 
jig shed they resemble nothing so much 
as parts of a gigantic metal jigsaw puzzle. 
It is no pun to say that they are first 
fitted into jigs to begin their journey 
down the line to the Shipping Depart- 
ment. It is a highly skilled technique, the 
setting up of jigs (metal clamps and 
braces which hold the manifold parts into 
place for their fitting), and good jig 
assemblers must have experience and a 
competent knowledge of manifold con- 
struction features. An exhaust collector 
system isn't something which is just 
thrown together. 

Jigs are set up from blueprints which 
are replicas of the engine parts the mani- 
fold must fit. Every clamp and brace of 
the jig is checked and re-checked after 

being attached to the jig tables. Tolerances 
are fine and cannot vary more than 
l/16ths of an inch or the manifold part 
would have to be reworked. 

The sections of a collector system, be- 
fore they reach Ray Ortiz's Final Assem- 
bly Department, are carefully formed. 
They have been spot and arc-welded sev- 
eral times and checked all along the way 
for defects in construction. When the 
large, semi-circles of tubing reach the as- 
sembly jigs their ends and exhaust ports 
must neatly dovetail with each other. 
After the assembler has tapped and pulled 
them into the exact position they will hold 
around the engine they are eventually 
destined to serve, he fits the hangers to 
each section. These hangers are actua'ly 
small steel fittings by means of which the 
manifolds are secured to the motor or en- 
gine mount. When the hangers are accu- 
rately fitted, a welder steps in and neatly 
tacks them to the part. Following this 
operation, flanges and other small parts 
are spot welded to the sections. The flanges 
are where the steel clamps which hold the 
various sections together are placed when 
the manifold is fitted to the engine. 

All these small parts, which are actually 
accessories tacked on to the collectors, 
are built in the Small Parts Department, 
under Foreman Floyd Bennett's watchful 
eye. There are two types of these parts, 

In a coordinoted small parts operation. Art Moore hand rolls light 
sheet stock, A. O. Gilmore spotwelds and A. H. Richards flash welds. 

This large, stainless steel part in elaborate jig assemt ' 
section of a B-50 manifold. Dee Castleberry is torch noi: 



(L. to R.) Sam Fast, Harlan Branch, Bob Forton and John Gavin 
truck completed manifold sections from assembly line to Shipping. 

both of which are first cut in the Fabrica- 
tion Department. The first type is blanked 
and formed into the shape required on 
large punch presses. The second type is 
formed by rolling machines and the loose 
ends welded together to make a stainless 
steel band. 

At the lathes in this department, fit- 
tings are cut, bored and faced into the 
desired shapes. Ball and socket fittings are 
also shaped and welded here before going 
to the final assembly lines for fitting. 
The entire section is so laid out that there 
is a smooth sequence of operations, with 
no hitches between one process and the 
next. For example, a flat piece of steel 
about four inches wide is rolled on a hand 
roller. It is dropped by the operator into 
a cart and moves only four feet to a spot 
(Continued on page 1 6) 


As the Ryan Reporter chatted with 
Arthur S. Billings, Sr., "Bill" to everyone 
at the plant, a cigarette ash inadvertently 
drifted to rest alongside the ashtray on 
Bill's desk. Quick as a flash, the offending 
ash was whisked away, the tray dumped 
into the waste basket, desk straightened 
and the interview resumed. 

The foregoing is not told in order to 
depict B.llings as fussy, but only to show 
you what solid indoctrination in the Navy 
does toward forming one's habits and 
character. In the service, bunks, cabins, 
decks, offices — all must be kept "ship- 
shape." Offending ashes, spilled grease, 
every evidence of landlubberlv conduct is 
carefully kept to a minimum. Efficiency, 
neatness, precision — a'l count in the 
Navy, and Bill, a former Navy man, has 
carried this training over into his present 
job at Ryan: to-wit. Chief Inspector. 

This position means assuming the ulti- 
mate responsibility for the final perform- 
ance of all Ryan-built products. The 
smallest detail of a manifold clamp to the 
final test flight of a completed Ryan Na- 
vion before its delivery have to be checked 
and passed by the Inspection Department's 
eagle-eyed crew of 120 men and wcmen. 
(Continued on next pa^c) 



Work has recently been completed resulting in major structural 
changes in the Final Assembly building at Ryan Aeronautical Com- 
pany. Two major engineering and construction jobs have altered the 
interior of the structure to lengthen the usable life of the building 
and save much space on production lines. 

Final Assembly was once considered by many engineers to be the 
largest wooden clear span structure in the world, being 5 76 feet 
long and 2 00 wide, but can claim that distinction no more. During 
the past month the Walter Trepte Construction Company, San Diego 
contractors, have been placing 29 "H"-shaped steel columns (shown 
to the left in the picture above) beneath the centers of the wooden 
trusses which hold up the roof of the building. 

The reason for reinforcing the beams with the steel columns, 
according to Durward Palmer, Ryan Plant Engineer, is to add to 
the company*s long range production facilities. The work had been 
planned for some time but had to a-wait clarification of the status 
of war plant buildings before the $65,000 engineering job could 

When Final Assembly was built in 1943 the original design called 
for steel roof trusses. The scarcity of steel, however, during the war 
years, made substitution of wood necessary. There are 115,200 
square feet of space under the building's roof and 3 1 trusses span 
the floor area, but only 29 carry any appreciable load; the number 
of steel columns erected. 

To the right in the photograph is shown the ne^v monorail system 
recently added to the Navion assembly line in Final Assembly. By 
using this overhead rail system the -work of mating wings to fuselage 
and installing engines can be expedited and much floor space saved. 

The monorail covers a floor area which measures 3 by 3 2 feet 
and the space saved by shifting engine installations, as well as other 

Navion production line facilities, will now be used as areas for the 
Boeing C-97 Stratofreighter and 3 77 Stratocruiser jigs. 

A small crane atop the monorail will perform many of the oper- 
ations formerly handled by the larger overhead crane in this build- 
ing, leaving it free for heavier work on Boeing rear fuselage assem- 

Airplanes, parts, engines and flight per- 
formance are not new fields for Billings. 
In 1916 he was one of the first enlisted 
men in the fleet to go through the Naval 
Aviation course at the Airmen's School 
in Pensacola, Florida. When war broke out 
in '17, Bill was spent to Squantum, Mas- 
sachusetts, for more flight training. This 
same year he helped organize the ground 
school in Balboa Park, here in San Diego, 
as well as put North Island into commis- 
sion as a flight training center for fleet 

During World War I years, Quarter- 
master Billings also served as flight in- 
structor as well as having charge of as- 
sembly and repair facilities on the Island. 
He was the only enlisted man at the time 
who served as an instructor in the Navy. 

In June, 1919, they moved his rank up 
to that of Warrant Officer and in August 
of that year he was permanently commis- 
sioned as an Ensign. 

During the Twenties, Mustang Billings 
(any officer who comes up from the ranks 
in the Navy is called a "Mustang") con- 
tinued his flying career at stations like 
Honolulu, where he helped commission the 
Naval Air Station, or back at North 
Island, where he was engineering officer 
of Combat Squadron I, which flew Vought 
VE-7s, the first Navy combat plane. He 
also checked out in De Havillands as well 
as in Douglas DTs. Because he'd had cata- 
pult training he was assigned to the bat- 
tleship Pennsylvania in 1926 and went 

from there to the first carrier the Navy 
ever commissioned, the old Langley. For 
qualification of carrier landings aboard 
the Langley, he was operations officer from 
'26 to '30, in charge of all pilot training. 
Vigilance in this job eliminated all casual- 
ties but one during a period of training 
more than 500 pilots for our carrier fleet 
in take-offs and landings. During his Navy 
days, from 1910 to 1932, Bill served with 
many of the officers who were later to 
become the wartime bosses of our fleet; 
men like Marc Mitscher, DeWitt Ramsey, 
John Towers and A. E. Montgomery. 

After leaving the service in '32, Bill 
worked in the real estate and bond busi- 
ness until coming to Ryan Aeronautical 
Company in 1940. Aviation had again 
claimed him and he started to work here 
as an assembler in John van der Linde's 
department. At that time Ryan was build- 
ing trainers for the Dutch to be used in 
the Netherlands East Indies. Following 
five months of work in the Final Assem- 
bly Department, Bill was promoted to As- 
sistant Chief Inspector. Two years later 
he went to the Quality Control Office and 
in 1946 assumed his present title as Chief 

No profile of Bill would be complete, 
however, without mentioning his passion 
for baseball. Back in his early Navy days 
he organized a ball team at Pensacola Air 
Station which he played on and which he 
managed. Of the 95 games the team 

played, against almost every college, uni- 
versity or other Navy team in the South, 
Bill's Nine lost only six, tied just two. In 
1940, Bill's son. Jack, and the Marlette 
boys, Irv and Jack, with Bill's help, 
organized the Ryan hardball team. Since 
its beginnings the team has had an en- 
viable record in local sandlot baseball and 
developed over 30 well-known players 
who have since joined professional ball 

The Billings family, two boys and two 
girls, have all worked at Ryan at one time 
or another. Marjorie, Jack and Arthur, 
Jr., were here during part of the war, 
until the boys joined the service. 

Hobbies, spare time activities or other 
off-duty pursuits for Billings involve just 
two things: baseball and the Navy. The 
man still wears "scivy" shirts, a carry- 
over from his service days, and don't ask 
him what he thinks about the recent 
scrapping of plans for the super carrier, 
for he'll tell you in rather salty phrase- 
ology, being an old carrier hand. As for 
baseball, B'.ll just mutters, "Don't get me 
started," if queried during office hours 
about Ryan's team, former players or fu- 
ture possibilities of the Nine in the San 
Diego Industrial League. 

Of his own Inspection Department per- 
sonnel and the job they do, Billings says, 

"It's the best bunch of people I have 

ever worked with! They're the ones who 
are finally responsible for seeing that the 
'customer is always right.' " 



The February issue of the Ryan Re- 
porter carried a story on the long and 
interesting flight Berni Dardel, Swiss pilot, 
made in his Ryan Navion down the west 
coast of South America to Buenos Aires. 
Dardel is now back in San Diego, after 
completing another long flight, this time 
up the east coast of South America. 

Young Dardel is probably one of the 
few private pilots who have flown single- 
engine personal planes the length of both 
South American coasts. The return trip 
to San Diego included over 2000 miles of 

flight along the jungle coast of Northern 
Brazil, a particularly hazardous trip for 
there are no beaches enroute and swamps 
extend 10 to 30 miles inland. 

Above is a picture of Dardel (insert) 
and his Ryan Navion flying over the 
famous Christ of Rio statue overlooking 
Sugar Loaf and the harbor of Brazil's 
capital city. Currently, the Swiss flying 
enthusiast is completing a course in in- 
strument flying at a local aviation school 
before delivering a new Ryan Navion to 
Santiago, Chile. 


(Continued from page 5j 
Jensen. Both are licensed CAA instrument 
men, and this section is one of the two 
CAA certified repair stations south of Los 
Angeles. All Navion instruments, as well 
as those of other planes, are calibrated or 
repaired here for the Ryan Customer Ser- 
vice Department and our own Flight Test 
work. In addition to repair work. Alder- 
son and his technicians work on the devel- 
opment of improved control panel devices. 

Contained in the instrument shop is a 
small, copper-lined room where radioman 
Doug Erickson works. In here all aircraft 
radios are inspected and checked before 
their installation. In addition, Doug makes 
special radio installations of radio com- 
passes, special radio hook-ups and numer- 
ous other communications gear for our 

In a small cubbyhole next to Vandcr- 

meer's and Holland's office a maintenance 
and repair facility is supervised by R. K. 
Young. He is the man who checks and 
rebuilds all automatic temperature control 
instruments (called Micromaxes) which 
are used on furnaces, baths and plating 
tanks. Their trouble-free performance 
saves many hours out in the shop or costly 
re-working jobs because parts could not 
pass inspection standards. 

Across the hall from the instrument 
lab is the domain of Ryan's chemists; 
B. W. Floersch, Supervisor. Here "Bo" 
Floersch, eight years a chemical research 
engineer for Ryan; R. J. Taylor, research 
chemist, and Walter V. Holloway, chem- 
ist, run the analyses to determine atmo- 
spheric composition of heat treat ovens, 
develop "mud baths," determine causes of 
metal failures and any number of other 
tests to improve manufacturing of Ryan 

As a result of long and careful study by 
these men in the chemical lab, the mani- 
fold assembly line now has a new bath in- 
stalled to prevent scaling of exhaust col- 
lector parts. This new molten salt bath 
eliminates the hot acid dunkings all metal 
parts now receive. Before this new devel- 
opment in metal treating a careful eye 
had to be kept on the gas atmosphere of 
heat treat furnaces to guard against a 
change in the composition of the air in 
the ovens which might result in faulty 
oxidization. Now that the molten salt 
bath process is set up the chemicals in 
the process will change the oxides to all 
of one type and the oxide content in the 
furnaces will not have to be so carefully 
watched. Cold instead of hot pickling 
will follow the salt dip, which is a less 
expensive, quicker method of keeping scale 
from corroding metal parts. 

Paint is an important adjunct to air- 
plane production for a smooth, well ap- 
plied paint coating enhances the looks of 
the plane as well as protects its metal from 
rust and other weather damage. To insure 
high, uniform quality of all painting ma- 
terials used at the plant, the Laboratory 
chemists are constantly called upon to 
check properties and investigate, for com- 
parison purposes, paint-type materials 
made by various manufacturers. Any 
troubles with paints and enamels are 
examined in this section which recom- 
mends corrective measures as well as new 
products as they come on the market and 
have been tested here. 

In continuing the tour of this depart- 
ment one goes from the chemical lab, 
with its beakers, test tubes, atomic val- 
ence charts, and Bunsen burners to the 
Metallurgical Department directlv across 
the hall.^ Wilson Hubbell, Chief' Metal- 
lurgist, who has been with the company 
more than eight years, says the bulk of 
their work is running down difficulties 
the shop has when working with metals. 

When steel companies, in their search 
for stronger, more resistant metals, de- 
velop new formulae, they send out sam- 
ples to manufacturing plants equipped 
with research laboratories for testing these 
new advances. Ryan keeps abreast of what 
is going on in the science of metallurgy 
by submitting these new alloys to rigid 

In Wilson Hubbell's section these new 
metals are photographed, hammered, and 
generally pushed around, in a scientific 
manner, to determine their weldabihty, 
formabilitv and to discover flaws which 
might show up in processing out in the 

One interesting analysis is made by the 
spectrograph. This expensive and highly 
involved piece of equipment gives a quick 
analysis of the chemicals making up any 
metal alloy. Particles of the metal under 


study are placed between the carbon elec- 
trodes of this machine. Then an electric 
spark is generated between the electrodes 
which heats the metal particle to a tem- 
perature where it gives off light. The light 
then passes through a slit (which limits 
its height and width) and is directed to a 
diffraction grating. This grating is a pol- 
ished concave surface upon which arc 
ruled 48,000 lines within two inches. The 
grating reflects the light to a special strip 
of film and as it does, it breaks up the 
beam into its various wave lengths, much 
like a prism behaves when sunlight is al- 
lowed to shine through it. 

Now a photograph, called a spectro- 
gram, is made of this hght. The picture is 
taken to a densitometer where it is pro- 
jected in magnified proportions upon a 
ground-glass screen. Here the spectrum 
lines can be clearly seen and by comparing 
these lines with a master spectrum it is 
possible to tell exactly which elements are 
present in the sample of metal and in what 

Ruth Oswald, who operates this spec- 
trograph, says the lab can detect traces of 
elements which are sometimes as small as 
1 1000 of 1 percent, often not detectable 
by any other means. This sort of knowl- 
edge is invaluable when contracts call for 
certain alloys, or there is trouble with a 
special part during heat treating processes. 

Another device Hubbell puts to con- 
stant use in metallurgical studies is the 
metallograph. This is a combination mi- 
croscope and camera which magnifies the 
surface of a particle of metal so that you 
can see the grains. In addition, pictures 
can be taken of the grains showing the 
crystalline structure of the metal and just 
what temper, corrosion resistance or im- 
purity the sample contains. The metallo- 
graph will magnify up to 2000 diameters. 

All these complicated machines are 
used daily to check incoming materials to 
see if they are up to specifications for the 
job they were intended to do. Only those 
meta's which come from the vendor with 
a certified affidavit are not checked by the 
metallurgical crew. 

Another job this section performs is the 
certifying of all spot-welding equipment 
before it can be used on any jobs. Each 
machine must meet a government speci- 
fication and it is R. J. Fullerton's job to 
see that sample welds are made on each 

He takes these samples and runs shear 
tests and metallographic examinations to 
prove the quality of the weld. This is par- 
ticularly important in the construction of 
Boeing rear fuselage assemblies where 
structural spot-welds are used in place of 
the usual rivet construction. 

After Fullerton sets up welding stand- 
ards and certifies the machines the data is 
turned over to the Inspection Department 

for enforcement. But everything connect- 
ed with spot-welding processes must be 
certified "right" in the lab before any job 
can begin in the shop. 

Slightly at an angle across the hall from 
Hubbeli's domain is the experimental plat- 
ing lab, complete with plating vats and 
other paraphenalia. Here, intricate parts, 
usually of an experimental nature, which 
are too expensive or too difficult to ma- 
chine are made of aluminum and then 
coated, or plated, with nickel, copper or 
silver. When the plating is finished the 
aluminum mock-up is dissolved out from 
the inside of the coating and the harder 
metal part remains. 

Last, but not least, of the important 
components of the laboratory, is W. M. 
"Mac" Cattrell's physical testing lab. 
Under Mac's direction, the static, tensile 
and dynamic testing of all structures such 
as springs, fabrics, wing sections, spars, 
ribs, castings as well as spot and seam 
welds is accomplished with special equip- 

One of the interesting machines in this 
branch of the Laboratory is a huge tensile 
testing apparatus which will pull apart a 
piece of metal with the ease of tearing a 
piece of Kleenex. The machine exerts a 

force of 120,000 pounds and is used to 
crush, tear and rip all metals under survey 
to determine any weakness before pur- 
chase orders are sent to manufacturers. 

Because most physical testing of small 
parts requires elaborate jigs to hold the 
pieces in the machines, this section main- 
tains its own complete machine shop, run 
by Glenn Strickland, machinist. 

Physical testing has another important 
job to do and that is the calibration work 
for the Inspection Department. On ten- 
siomcters in this section of the lab, Navion 
control cables are pulled and strained to 
see that they come up to CAA specifica- 
tions. Hydraulic gauges, too, used by In- 
spection, Maintenance and Production De- 
partments are also checked here. 

In the compact confines of the Labora- 
tory, there are 1 5, working under Vander- 
meer's direction and their findings can 
give the go ahead or kill the ordering of 
new parts or new metals, the design of 
new processes or tools. It is a well-trained, 
important group of men upon whose deci- 
sions may rest the performance and qual- 
ity of our many products, the products 
by which Ryan is judged by other com- 
panies, by the military services and by 
our other customers. 


The Ryan Navion, pictured above, is 
flying over a portable GCA (Ground Con- 
trolled Approach) radar installation at 
the International Airport, Ontario, Cali- 
fornia. The plane, the first used in a con- 
trolled experiment for private aircraft, 
was piloted by Miss De Thurmond, Holly- 
wood commercial photographer and flying 

In cooperation with Western Flying 
magazine, Ryan sent the plane to Gilfillan 
Brothers, Inc., GCA developers, for a 
series of test landings by Miss Thurmond 
and William Sloan, Ryan's Field Repre- 


The tests were made under simulated 
blind landing conditions and in each try 
the GCA unit, after locating the Navion 
on its radar screen, transmitted landing 
instructions to the control tower at the 
field. The control tower operator "talked" 
the plane down for a perfect landing in 
each instance. 

GCA is not yet ready for private plane 
pilots, but the time is only a few years 
away when this tremendous air safety ad- 
vancement will be available to private 
plane owners. 




foctory visits which have kept Southern Ohio Aviation Compony near the top of the 
distributor list for total deliveries on 1949 Ryan Novions, president Jim Hobstetter 
arrived in company with two of his most important dealers, Don Hood, chief of 
Aircraft Sales Company in Indianapolis, and A. Clayton Tschantz, general manager 
of Richland Aviation of Cleveland and Mansfield, Ohio. While expressing keen en- 
thusiasm over Navion sales prospects in the Cleveland area, where Dick Dorn is 
operations manager, Clayton extended a hearty invitation to all Navion folks to visit 
Richland's deluxe, new Sky Club Restaurant at the Municipal Airport in Mansfield. 

CUSTOMERS OF RAY HINCH, prexy of Beverly Air Service, Ryan Navion 
dealer at Chicago's Rubinkam Airport, have an excellent example of a prac- 
tical pilot in the genial bossmon. Ray believes in really "using" an airplane, 
colls the Navion "everyday transportation" and means it. As Exalted Ruler of 
Chicago Lodge 1 596, B.P.O.E., he sees that Elks business is paced to Ryan 
Navion speed. For the recent Elks Notional Bowling Tourney at Battle Creek, 
Michigan, he flew in two Navion-loads of his Lodge's best bowlers. And .last 
May he led a four-Navion caravan of the brothers to the Elks Convention at 
Quincy, Illinois. 

AEROCLUB DE COLOMBIA is the newest Ryan Navion export dealer. This leading 
aviation organization of Bogota, Colombia, headed by James G. Leaver, veteran 
administrator, has many of that South American country's most prominent business 
and professional men as its directors. Delivery of the Aeroclub's first '49 model 
demonstrator is scheduled for late this month. 

"THE GOOD WORK OF TWO NEW DEALERS has had a big part in getting us 
off to Q fast start in selling 1949 Ryan Novions," reports H. Leibee "Bill" 
Wheeler, vice-president of Buffalo Aeronautical Corporation, distributor for 
Western New York. Kenneth Gwinnip of Olean, New York, and Elmiro Aero- 
nautical of Elmiro, both ore working hard to increase the reputation of the 
Ryan Navion as the most useful and safe-to-fly airplane in their region. An- 
nouncement of additional dealer appointments for the territory ore expected 
soon, according to Wheeler. 

NOTES ON A VISIT WITH TEXAS DEALERS. . . . Southwest Air Rangers' Bill 
and Don Mueller — both sharp photographers — hove come up with one of the shrewd- 
est sales promotion ideas of the year. They're shooting movies of the Ryan Navion at 
work in city and on ranch, which they plan to take along with them when calling 
on prospects located in isolated sections beyond their El Paso headquarters. . . . 
Bobby Ragsdale, Austin, has designed his own stretcher installation for Novions and 
reports good results in its use. Bobby has a full shop of work, including rebuilding 
jobs on two Novions severely damoged by the storms up Amarillo way. . . . Some 
of the country's finest storoge facilities for Novions ore at Hurt Airport, San Antonio, 
where Moody Monroe hos twenty-two individual metal hangars available for his 
lucky customers. They've storm-proof construction to boot. . . . Efficiently managed, 
and operating on the big, well-organized Cuddihy Field at Corpus Christi, Roger 
Gault's Goult Aviation is looking to 1949 as "Ryon Navion Year" in the Gulf Coast 
area. . . . Cliff Hyde and Harvey Pennell con well be proud of one of the outstanding 
airplone sales ond service centers in the whole Southwest. Sunday at their plocei is 
like bargain day at your favorite department store. Houston folks turn out in bunches 
to see the '49 Ryan Navion. Operoting strictly business. Cliff's salesmen follow o 
floor schedule just as automobile salesmen do. . . . The flooded Trinity River brought 
new Ryan Navion into prominence in heroic proportions lost month, as Parker- 
Huett Aviation, Dallas, mode the plane available to local police for directing rescue 
of stranded persons. The Navion is credited with helping save 100 lives. . . . Jock 
Riley's hustle in the Shreveport area is topic of conversation throughout Les Bowman's 
Texas territory. . . . Hord work and an ideal airport locotion contribute to the suc- 
cess of Norm Hoffman's West Texas Flying Service in Midland. And while Norm's 
out demonstrating to oil men and ranchers, his charming mother does a top-notch 
job of managing office and airport. 

THERE'S A GO-GETTER FOR RYAN NAVION sales in Colorado by the name 
of Jim Hurst, manager of Cirrus Air Service, dealer under Mountain States 

Aviotion at Antonito. Jim recently wos instrumental in selling o '49 ',Ryan 
Navion to W. B. Hamilton, owner of the famed T-Bone Ranch, cattle heod- 
quorters for Colorado's southern valley of the Rio Grande River. When spring 
weather was bursting good in his part of the Rockies, promotion-conscious Jim 
cooperated with Ryan photographer, Dick Milne, to obtain picture coverage of 
Ryan Novions ot work on western ranches. 


(Continued from page 6j 
chief pilot for Chinook, said of charter 
hops, "When we get such a call we don't 
even bother to ask if they have a landing 
strip nearby, from which we can operate 
the Ryan Navion. We just fly on out and 
select our 'landing field' when we get 
there — it may be a pasture, unimproved 
rural road, a field of broom grass, or a 
plowed field. It doesn't much matter, just 
so it's reasonably smooth." 

Of the rough landings the chartered 
Navions are called upon to make, Bowhay 
said, "We simply drag the field down- 
wind, slow flying the Navion at about 75 
m.p.h. to study the terrain. Then we make 
a quick 180 degree turn and land into the 
wind. The farmer never has more than a 
mile or so to go, knows precisely where 
we've landed and is over there to get us 
right away." 

Five snowbound months out of each 
year are another problem for the Chinook 
people, but the country up there is devel- 
oping its natural resources at a furious 
rate and the Chinook Flying Service own- 
ers look forward to a bright, "flying" fu- 

In Puerto Rico private plane problems 
are long, over-water hops and the scat- 
tered airports of the West Indies, but Clara 
Livingston doesn't seem to mind. This 
Navion dealer has been flying since 1930 
and was well known in the U. S. as a 
woman racing pilot. She was the first 
woman to make a solo flight over the 
Caribbean back in 1931, when she first 
went to Puerto Rico. 

At her sugar plantation, 2 5 miles out 
of San Juan (13 by air. Miss Livingston 
informs us), she has the most modern 
private landing field on the island. During 
the war the Army took over the field, 
which has a 3 500-foot runway, for war- 
time use. They paved the strips and gen- 
erally improved the set-up before return- 
ing it to Clara at the end of hostilities. 
She can now claim to have the onlv im- 
proved, modern airport available to pri- 
vate planes in the entire San Juan area. 

Even though Dorado is over 1400 miles 
from Miami, Ryan's Puerto Rico dealer 
frequently makes the trip in a Navion, 
which includes three, long over-water 
hops. She recently stopped off in Cuba 
and sold a Navion to a private plane en- 
thusiast there. 

At the Dorado School of Aviation, Clara 
has three instructors helping her with the 
more than 30 enrolled students. All the 
pilots speak Spanish for manv in her classes 
come from Latin American countries 
south of San Juan. Three mechanics at 
{Continued on page 1^ ) 


{Continued from page H) 
the large maintenance and repair shops at 
Dorado Airfield keep most of Puerto 
Rico's private planes in top running order. 

At the moment, aggressive Miss Living- 
ston is putting much thought and effort 
into building up her school. She feels there 
is an education problem to be met before 
private flying will really become big time 
in the islands. In a recent letter to Wil- 
liam P. Brotherton, Ryan Export Sales 
Manager, she says of her school and pri- 
vate flying, "The Virgin Islands are so 
close that we hop back and forth casually, 
hardly out of gliding distance of shore, 
over water stretches that were once real 
barriers. The commercial and pleasure 
value of flying is more and more appreci- 
ated, although it is by no means fully 
developed here as yet." 

Private flying will continue to develop, 
it should follow, when there are enthusi- 
asts like Franz McTavish and Clara Liv- 
ingston turning out top quality pilots and 
maintaining complete service and sales 
facilities for personal plane owners in their 
territories. Ryan is fortunate in having 
such alert salesmen showing the advan- 
tages of modern air travel in personal- 
business planes to out-of-America buyers, 
in addition to providing excellent service 
to present or prospective Navion owners. 


(Cont'niiied from page }) 
"In its 50 hours of flying a month, the 
Navion is used more for cargo-carrying 
and general business travel than any other 
purpose, and has enabled Mr. Appell to 
make personal inspections of all our drill- 
ing rigs more often than ever before," 
Poole explains. "That in itself would be a 
real story of the plane's practical value, 
but there's actually another approach to 
its utility which rates a moment's con- 

"I'm talking about the recreational side 
of things. Hunting and fishing trips 
round out a busy vacation schedule for 
the Navion. For example, when White 
Wing, a favorite game of ours, are in sea- 
son we can only hunt them between 4:00 
p.m. and sundown. In spite of such a brief 
legal period to do our stuff, with the Na- 
vion we are able to hunt a ISO square mile 
area in a single evening. Doing what 
amounts to a special brand of hedge-hop- 
ping, we pick out a clearing from the air 
that looks fairly smooth, and do our hunt- 
ing. Satisfied with what we've bagged, we 
take off for the next spot, where we go 
through the same procedure." 

(Continued on page 16) 

We Fly Navions 



LATEST TO JOIN THE RANKS of Ryan Navion fleet operators is the Fullerton Oil 

Company of Hobbs, New Mexico. Headed by C. H. Sweet, this fast-growing firm's 
Navions have become familiar callers on the air fields and drilling sites of Texas and 
New Mexico. Fort Worth, Houston and Midland are among its principal stopping points. 
Jock Horris pilots one ship, while Sweet himself handles controls of the other. 

"THE NATION'S STUDIO," more officially known as Olon Mills, Inc., special- 
ists in distinctive portraiture, keeps its Navion busy on flights about the central 
states from offices in Springfield, Ohio. E. A. Coleman, regional manager, sends 
word the Navion performed extro-heovy duty carrying lost season's big Christ- 
mas cargo. To record this application of a business plane to business tasks, the 
Olon Mills' people put the whole proceedings on 1 6 mm movie film. 

this year's version of the All-Women's Trans- 
continental Air Race from Son Diego to Miami. 
Betty Gillies of Son Diego and her co-pilot, 
Barboro London, took runner-up laurels in the 
"99ers"-sponsored event in Betty's Navion. 
Although her feat didn't place her in the elite 
trio of top prize-winners, Mrs. Zona King, 
Navion-owner from Quincy, California, was the 
first entrant to land at AAiomi, setting a fast 
pace all the way for the others. Carol Bloom of 
Oroville, California, was her co-pilot. 

"JUST RIGHT FOR THE PLAINS COUNTRY where winds ore strong and fields are 
rough," says Emil Knutson, Gruver, Texas, wheat rancher and cattleman, describing 
his Ryan Navion. Currently flying a '49 model, after enjoying great success with a 
'48 ship, Knutson, his son, Dave, and son-in-law, Joel Stovlo, oil pilot the Navion. 
They use it to locate storm-scattered cattle, check on hail damage to wheat, haul 
repair parts for tractors, combines and elevators, attend cattle sales, and have even 
saved a human life by flying a gravely ill neighbor girl through thunderstorms to on 
Amarillo hospital. "We're great Ryan Navion boosters," Emil odds, "and feel we've 
helped sell at least eight of these fine planes." 

BILL CHERNEY, owner of the McLean Manufacturing Company, Chicago, may 
worry about other things occasionally, but he need never be concerned over 
people having trouble noticing his Ryan Navion. Painted a red hot, fire- 
engine red, the plane gets first call for contacting Cherney's customers widely 
dispersed through the Midwest and East. Wherever he goes, there's usually a 
load of samples, or finished parts of some sort, in the Navion's baggage com- 

CHERNEY'S FELLOW CHICAGOAN, Frank J. Pascal, keeps him company as o 
satisfied customer of Bill Turgeon, Ryan Navion dealer at the "Loop city's" Sky 
Harbor Airport. Owner of the Pascal Rent-A-Car System with operations in Chicago 
and Los Angeles, Pascal uses his own Ryan Navion in flying a busy route between 
those two cities and Detroit, where he purchases new equipment. Pascal is another 
Ercoupe graduate, having moved up to the bigger, faster Ryan Navion this year. 

ARIZONA MAN PROUD OF HIS PLANE. "Ryan Navion 4146K, which I own, 
has flown in excess of 380 hours since it was purchased in March, 1948. Aside 
from regular 25 and 100 hour checks, there has been no additional mainte- 
nance performed. Total cost of extra maintenance for the period was $67. Fuel 
consumption averaged 9.86 gal/hr, and oil consumption was about one pt/hr. 
These figures were arrived at with an average power setting of 22 inches Hg. 
at 2,080 rpm, which gave me an average true airspeed of 140 mph. The Ryan 
Navion's a real airplane, and I'm proud of it!" — Derek Von Dyke, Phoenix, 

land, Oregon, arc-welding distributor, in his Navion, a contingent of more than 
sixty personal airplanes recently flew from Portland, Oregon, to Portland, Maine. 
Most of the participating pilots were members of the Portland (Oregon) Chamber 
of Commerce, and annually make such a group air tour. Previous trips were to 
Death Valley, to Mexico and Alaska. During their stopover in Boise, Idaho, the 
private air tourists were feted to luncheon by the IDAHO DAILY STATESMAN 
newspaper in the luxurious patio of Bradley Field, home of Aircraft Service Company, 
Ryan Navion distributor. 

STEVE BROOKS, who rode Ponder to spectacular triumph in the 1949 Kentucky 
Derby, now does all his traveling between the nation's finest race tracks in a 
Navion sleek as the thoroughbreds he handles so well. He recently flew with 
his family from Dallas to Arlington Pork, near Chicago, where he is under 
contract to ride for Calumet stables. On or off the record, he soys in horses, 
it's Ponder; in planes, it's Navion. 



In a move to establish the closest co- 
ordination between principal Ryan offi- 
cials and the shop, L. C. Martin and Rob- 
ert L. Clark, division managers, have been 
appointed to key management positions 
as assistants to Executive Vice President 
George C. Woodard. 

The new team of Martin and Clark will 
serve as the com- 
pany's top produc- 
tion and planning 
specialists. Establish- 
ment of the Manu- 
facturing Control 
group will make it 
possible for officers of 
the company, at all 
times, to have com- 
plete, up-to-the-min- 
ute manufacturing 
and planning information on which to 
base all decisions which effect the opera- 
tions of the plant. 

It will be the responsibility of Wood- 
ard's new assistants to set up master plans 
for all the company's manufacturing proj- 
ects. From the standpoint of meeting 
delivery dates, controlling production 
costs and maintain- 
ing quality Martin 
and Clark will pro- 
vide the liaison on 
each project between 
top management and 
the shop. 

The new Manu- 
facturing Control 
team will work as a 
unit, with Larry 
Clark Martin tending to 

specialize in technical production prob- 
lems, while Bob Clark will concentrate 
more on scheduling and planning. 

As a result of the new set-up, new job 
opportunities have been opened up for the 
successors to Martin and Clark's positions. 
In planning the new functions, the com- 
pany has been able to follow its policy of 
advancing its own people to positions of 
greater responsibility and opportunity. 
Selected to head Production Engineering 
is H. P. Rasp, while John Considine steps 
into Clark's shoes as head of Production 
Control and Dispatching. 

Taking Rasp's post as Fabrication Su- 
perintendent is Bert Bowling, formerly 
manufacturing engineer. 

Better control of manufacturing oper- 
ations and improved efficiency throughout 
the plant is expected to result from estab- 
lishment of the Manufacturing Control 
team in Woodard's office, and from reas- 
signments of functions under the new 


(Continued from page H) 
Thanks to just this sort of "pleasure" 
flying, the big, versatile plane has built up 
a backlog of goodwill for the Appell Com- 
pany with clients and prospects who have 
been guests on trips as far away as the 
interior of Mexico — wherever the fish bite 
best or the game grows biggest. 

Figuring up operational costs for their 
plane doesn't blight the Appell Company's 
happy picture of business air travel one 
iota. Contrary to what non-air minded 
executives sometimes think, a 150 m.p.h. 
aircraft like the Ryan Navion has proved 
as cheap transportation as an automobile. 
Totalling all maintenance items (gas, oil, 
repairs, storage, etc.), Appell accountants 
calculate the Navion costs about $5.38 
per hour to operate. 

"From all that's been said, you can get 
a pretty clear picture of why our com- 
pany is sold on the use of its own air- 
plane," Poole advises. "While being as 
cheap as a car to operate, the Ryan Navion 
has exactly what we need: rugged con- 
struction; the ability to carry heavy loads 
in and out of small, rough fields; ample 
cabin space; good stalling characteristics 
and an easy-to-fly disposition." 

— Robert F. Smith 


(Continued from page 9) 
welding machine. From here it travels to 
the flash welding operator who, when he 
is finished securing the ends, puts it into 
another box to progress on down the line 
to necessary stations for additional oper- 
ations, like normalizing, before going to 
the punch presses for a final forming or 
to the air mandrels for sizing and form- 
ing. After these numerous stages in de- 
velopment the final small part is ready for 
the main assembly line. 

Maintaining an even flow of work is 
the production job this department's oper- 
ators excell in. The parts haie to be ready 
for the jig assemblers on time or produc- 
tion all along the line will be held up 
through lack of coordination of func- 

Back at the jig tables, the sections, after 
small parts are tacked on, are ready to be 
moved to final arc and spot-welding jobs 
and a cleanup in the sandblasting cham- 
ber. Operators here wear special rubber- 
ized suits, fitted with a great headpiece, 
resembling a diver's mask, which protects 
them from the spray and force of the 
8 5 pounds air pressure, plus sand, which 
is blown against the manifold parts to 
clean any scale resulting from welding 

"The welds on the brightened parts, 
after they leave the sandblasting cham- 
bers, are now visually inspected and any 
re-welding is handled by one of the men 
near the checking tables," according to 
Joe Love, Foreman for this phase of mani- 
fold production. After passing inspection, 
the various sections are "bumped," which 
is factoryese for smoothing out any dents 
or wrinkles by tapping with a hammer. 
Parts are fitted over rounded steel forms 
and held by the operator while he knocks 
out any slight mars accrued during jig 
normalizing operations and handling. 

The final line-up jigs are the next stop 
in the assembly line. Here the parts are 
aligned to the fiixtures which are replicas 
of the engine the manifold is to fit. Tol- 
erances are again carefully checked on 
these final jigs, as well as the location of 
hanger pin holes, flanges, port tubes, col- 
lars and other small parts which have been 
welded to the collector sections. 

After aligning, sections go to a final 
welding area for checking and re-welding. 
After the ends have been sized to within 
5 1000 of an inch, the parts are dipped 
in an acid rinse, known as a passivating 
operation, and are finally ready for ship- 

Each part is carefully fitted into a box 
designed especially to hold it safely dur- 
ing its air or rail journey to the aircraft 
it was planned for and built to service. 
Row after row of parts are neatly lined 
up on shelves in the Shipping Department 
or stacked in small, wheeled boxes; a com- 
plete manifold section to a box to facili- 
tate easy identifiication for the packers. 
Numerous shipments go out each day 
from Shipping, ready for quick attach- 
ment to the engines of most of the coun- 
try's leading aircraft manufacturers. 

From the first line on an engineer's 
drawing board, to the final wad of excel- 
sior stuffed into a packing box to hold a 
part securely, Ryan-built exhaust mani- 
folds go through uncounted operations. 
Perfection resulting in long, trouble-free 
service is the goal at each stop along the 
production line. Manifolds are not easily 
built, but once they are ready for ship- 
ment they represent thousands of man 
hours of precision work. 

In a later issue of the Ryan Reporter 
the story of the company's manifold 
service policies will appear. Even after 
the steel exhaust systems are clamped 
on the engine, Ryan's job does not end. 
It is the company's responsibility to see 
that its product maintains a high standard 
of service, which means instruction for 
mechanics by our field service representa- 
tives, operation booklets and numberless 
other details which help maintain our posi- 
tion as the country's "leading stainless 
steel fabricator for the aircraft and air- 
craft engine industry." 



Boeing Airplane Company recently 
reached the half-way mark in its Strato- 
cruiser delivery program to Pan American 
World Airways when it turned over a 
tenth plane under a contract for twenty 
of the 7 5 -passenger, double-deck airliners. 

The recent delivery has been named the 
Clipper Bald Eagle and will make sched- 
uled trans-Pacific flights from Pan Am's 
Pacific-Alaska Division headquarters in 
San Francisco. The airline received its 
first Stratocruiser, the Clipper America, 
January 31. Since then, the new Boeing 
plane has entered regular service on four 
PAA routes. They are the San Francisco- 
Honolulu, Los Angeles-Honolulu, New 
York-Bermuda and New York-London 

Other Stratocruisers, for which Ryan 
Aeronautical Company is building rear 
fuselage assemblies, are under construc- 
tion at Boeing, Seattle, for American Over- 
seas Airlines, Northwest Airlines, British 
Overseas Airways Corporations and United 
Air Lines. 

In addition to building rear fuselages 
for the Stratocruiser, Ryan also fabricates 
the manifold systems used on the huge, 
four-engine plane, so popular with both 
commercial airlines and the Air Forces. 


The first production model of the Fair- 
child Track Landing Gear was recently 
delivered to the 20th Troop Carrier 
Squadron of the 314th Troop Carrier 
Wing stationed in Tennessee. The track- 
equipped C-82 marked the first of eighteen 
installations now in production. 

Under the present contract all C-82 
Packets equipped with tracks will be de- 
livered to the 20th, making it the first 
completely track-equipped troop carrier 
squadron. Under present plans the Air 
Force will use the unit for special oper- 
ational testing. 

Ryan-built exhaust manifolds are stand- 
ard equipment on all Fairchild C-82s. 


(Continued from page 7 ) 
gine cylinders. Up to 70,000 pounds of air 
per hour at take-off power are needed to 
cool each engine, adequate cooling on the 
ground being assured because the pump- 
ing action varies with engine speed rather 
than with the forward speed of the air- 

A striking new feature of the new 
"240" Convair-Liner is the novel "orange- 
peel"cowling which surrounds the engine. 
It is built in four sections, each hinged at 
the firewall. The cowling may be opened 
within seconds, exposing the entire engine 
area for simplified maintenance and in- 


A tech sergeant's enthusiasm was instrumental in the Army's recent decision 
to send personnel to the Ryan Navion Factory Maintenance School. 

Sgt. James Goodwin had taken the course with Ryan Navion distributor and 
dealer representatives last February, and was so pleased with the practical instruc- 
tion he received that he never stopped talking about it once he returned to duty 
at Fort Monroe, Va. 

His commanding officer was quick to see the logic of a factory-conducted 
maintenance course and went to work sounding out other Field Forces officers 
on the advisability of arranging classes for the men responsible for servicing the 
Army's L-17 Navions. The outcome was a series of four classes at the factory 
for Army and National Guard personnel. 

Students attending these sessions hailed from bases in nearly every state, with 
Sgt. Juan U. Alemany arriving from the far-off insular territory of Puerto Raco. 

Jack Lucast, Ryan Navion Field Service Representative, was chief instructor. 

"It is desired to express the appreciation of the National Guard Bureau to you 
for your assistance in making these arrangements for the training of key National 
Guard personnel," wrote Colonel Thomas L. Martin, Chief of the Army Organ- 
ization and Training Group, National Guard Bureau, in a letter to Walter O. 
Locke, Ryan Contract Administrator, confirming the class dates. 

JULY 6, 1949 VOL. 10, No. 6 

Publhhed By 
Ryan Aeronautical Company, Lindbergh Field, San Diego 12, California 

editor Frances L. Kohl, art and production editor Robert F. Smith, Navion news editor 

Don Doerr, chief photographer William Wagner, editorial director. 



4071 HAi:iES 


Sec. 562, P. L. 6C R. 


San Diego, California 
Permit No. 437 







Metal Products 



Exhaust Systems • Turbo-Jet and Ram-Jet Components 



At Douglas Aircraft Company in Santo Monico, Jock Zippwald, 
Ryan Soles Engineer (center), discusses DC-6 ond C-54 exhaust 
manifold design with P. hi. Thompson, Power Plant Technical 
Enginer (I.), and Ivor Shogron, Chief of Power Plant Section. 

At the General Electric jet engine plant in Lockland, Ohio, 
Jimmy Stolnaker (I.), Ryan Sales Engineer; Claude Auger, G.E. 
Division Engineer (center), and Chorles Byrne, Chief Engineer 
of Ryon's Metal Products Division, confer on J-47 tail cones. 

Unlike many business firms which had 
it pretty soft from 1941 through 1948, 
the aviation industry has always had to 
turn out a first rate product, to the cus- 
tomer's technically exacting demands, 
and consequently doesn't need to re-learn 
the old sales adage about the "customer 
always being right." 

Aviation products and component 
parts, unlike most other manufactured 
items, have to be carefully checked over 
after they go into service to see that every- 
thing functions according to design and 
this is the reason Ryan maintains not only 
a Metal Products Sales Division but a 
corollary Service Department of trained 
men within that sales division. These men, 
many of them aircraft and mechanical 
engineers and practical shop craftsmen, 
are the troubleshooters who not only put 
the finger on exhaust systems or jet parts 
service problems but work closely with 
the engineers and designers of other air- 
craft companies in the solving of mechan- 
ical problems of new aircraft develop- 
ments before the planes are off the draw- 
ing boards. 

Almost anytime a visitor goes into the 
Metal Products offices to look for some- 
one, he'll be told that, "Bruce Todd is in 
Fort Worth this week," or that "Jack 
Zippwald went to Douglas for two days." 
Ask for practically anyone of the seven 
sales and service representatives and you'll 
find them at other plants from Baltimore 
to Seattle, busy ironing out manifold 
problems or taking new orders for stain- 
less steel components which keep many 
military and commercial planes in the air. 

The reason the boys are "on the road" 
so much can be summed up in one word: 
Seri'ice. When Ryan builds a manifold it 
is engineered to rigid specifications. To 
guarantee that these requirements of per- 
formance and long life are met, sales en- 
gineers like Jimmy Stalnaker, Rod Mc- 
Donough, Bruce Todd, Jack Zippwald and 
"Frenchy" Foushee must be on the job 
constantly, checking those parts already 
in use or working with engineers at other 
plants on the design of new manifolds 
based on the findings of Ryan's past ex- 
perience in stainless steel fabrication. 

Only last month, Bruce Todd, newest 
addition to the sales engineering force, 
spent much time at Seattle in consulta- 
tion on a tailpipe for the Boeing B-47 
Stratojet bomber. This tailpipe was a cinch 
for Bruce and the men in Ryan's Mani- 
fold Engineering Department to design. 
The company's experience in building aft 
assembly components for powerful engines 

(Continued on page 15) 

Exhaust systems of the well-known bomber pictured on wall at rear ore the 
subject of a consultation between Convolr powerplont engineers Dolton J. 
Suggs (I.I and Paul Lynch (r. I with Ryan's Sales Engineer Bruce Todd during 
a recent trip he mode to the Ft. Worth plant where the giant plane is built. 

Service Anywhere For 
Ryan Metal Products 

A manifold Service check on the Convair 240 is mode by Frank Voll, Engineer- 
ing Coordinator (second from right), and Harry Schmidt, Manifold Engineer (for 
right) , with Convair engineers Dan Applegate, Glen Korel and G. D. McVickers. 


The patient put up considerable resist- 
ance. Even though he had a perforated 
stomach and needed immediate surgical 
attention and life-saving blood transfu- 
sions he didn't want to be flown to the 
hospital in a Navion, or any other plane. 
But time was precious and the roads be- 
tween his home and the hospital were 
rough and time-consuming, so over his 
pleadings and protests the doctor put him 
aboard in a stretcher. The operation was 
a success, thanks to the speed with which 
the patient reached the operating table and 
an adamant medico who wouldn't be 
swayed in his determination to do what he 
thought best. The only trouble resulting 
from this incident was the patient's anger 
when told that the doctor wouldn't fly 
him back home from the hospital but 
would send him in a car instead! 

Hero of this ironic little story was Dr. 
Roy F. Courtney of Burlington, Colorado, 
Navion owner and pilot, who uses his 
personal-business plane as often as ten 
times a month to fly between Burlington 
and Cheyenne Wells or between Burling- 
ton and Denver on business. The doctor 
owns and manages two hospitals in the 
eastern Colorado towns, and like so many 
other M.D.s and dentists finds the Navion 
a superb adjunct to operations, consulta- 
tions and trips to medical society meet- 
ings, not to mention the plane as perfect 
transportation over weekends when the 

Dr. W. F. McGinnis of Mf. Pleasant, 
Mich., puts his Navion to good use 
carrying emergency cases to hos- 
pitals or for personol flying time. 

owners want to "get away from it all" in 
the usual short periods medical men allow 
themselves away from their offices. 

A firm believer in relaxation for busy 
physicians is John Barrow, M.D. of Dale, 
Indiana. He finds his Navion speeds him 
to favorite lakes for fishing in a matter 

of only a few hours. Whereas a short 
week's vacation often meant spending two 
or three days on the road, Dr. Barrow 
now can get away from the office for a 
fishing trip on a moment's notice and 
spend only as much time as he feels he 
can spare away from his medical duties 
without thought of timetables, car mile- 
age or being out of reach with his office 
in case of an emergency call. 

Pleasure is not the only use Barrow finds 
for the Navion. No place is too far nor 
inaccessible for a call. "Quite frequently," 
he says, "I arise early in the morning, fly 
a 300-mile round-trip and am back in my 
office by my 9 a.m. opening time. 

"I have hauled supplies in my Navion 
when it would have been impossible to do 
it any other way. Several times I flew for 
some important drug that was badly need- 
ed to save a life. Had I not had such fast 
transportation the outcome would have 
been quite different. My patients have 
come to feel that my flying benefits 

One dentist's Navion helps him keep 
wriggling small fry sitting quietly while 
he works on their teeth. As Dr. D. P. 
Miller, of Appleton, Minnesota, says him- 
self, "Many's the child who will sit quiet- 
ly in the dentist's chair for the promise of 
an airplane ride." In addition to being 
used as a pacifier for the younger patients, 
Dr. Miller's Navion takes him to his cabin 

Dr. Frank A. Brewster of Holdrege, Neb., famous "flying doctor" who made first use of airplane for medical work in 1919 
stands on wing of his Navion. In front of plane are his two sons, also pilots. Dr. F. Wayne Brewster and Dr. Don Brewster. 

on weekends to rest from the week's 
routine. "Four people need a lot of stuff 
for a long weekend," the dentist says. "My 
Navion can handle it all. I don't have to 
weigh my baggage or carry my pajamas 
in a paper bag or box, as some of my 
friends do. And I like being able to take 
three passengers. 

"Business flying rates attention from 
me, too," continues the Minnesota flying 
enthusiast. "I am director of the Larson 
Watercraft Company in Little Falls, and 
flying is my only means of getting to 
directors' meetings. I also depend on my 
plane for getting up to Crosby, North 
Dakota — 6 50 miles — each year to check 
on some farms." 

Like Dr. Courtney, Dr. Louis S. Dewey 
of Okanogan, Washington, also uses his 
Navion as a fast, 1 JO-mile-per-hour air 
ambulance. His plane rushes patients to 
the hospital three or four hours sooner 
than would otherwise be possible. There 
are only two small hospitals in the Okano- 
gan Valley and when severe accidents 
occur or specialists are needed for particu- 
larly complicated operations. Dr. Dewey's 
Navion gets the sick to more elaborate 
hospital and medical facilities in a hurry. 

He says, "It's easy to see the difference 
in the condition a patient arrives in when 
I fly him to Spokane in 50 smooth air 
minutes rather than sending him over the 
rough, three-hour highway route. To 
Seattle it's a matter of 75 minutes by air 
instead of six hours on the road." 

Conversion of the Navion into on oi 
by the installation cf a stretcher. Rooi 

nbulance plane is quickly accomplished 
n is still left for doctor, nurse and pilot. 

In Okanogan, Washington, seasonal changes of an abrupt nature and rough flying 
fields made Dr. Louis Dewey doubly appreciative of his Navion, which he uses 
to fly patients to hospitals in Spokane and Seattle in one-third driving time. 

Flying where the climate runs the ga- 
mut of seasonal changes. Dr. Dewey has 
been pleased with the performance of the 
airplane in the worst kind of flight and 
landing conditions. "Most of my take- 
offs," he explains, "are from small fields. 
Many times this last winter I had to take 
off and land in packed and unpacked snow 
sometimes five inches deep. Even mud as 
much as three inches deep frequently cov- 
ered a landing strip." 

His Navion met such tough conditions 
successfully largely because of its rugged 
tricycle landing gear and extra-large 
steerable nosewheel — which combined to 
provide safe, effective handling for taxi- 
ing, take-offs and landings. 

Lest the reader think private flying is 
only for the younger medical man let him 
ponder the longtime flying record of Dr. 
Frank A. Brewster of Holdrege, Nebraska, 
world-renowned as the first "flying doc- 
tor." This air enthusiast made his first 
emergency medical flight in an old Jenny 
back in 1919. Since then he has flown 
countless hours and miles to tend his pa- 
tients throughout the state and to admin- 
ister the affairs of his clinic. After being 
piloted by others for 26 years. Dr. Brew- 
ster learned to fly himself in 1945 — at the 
age of 71! Since then he has logged hun- 
dreds of hours of flying time. 

In 1948 he bought a Ryan Navion, 
(Continued on page 14) 



A single-seated, carrier-based dive 
bomber which carries a payload of 7066 
pounds of armament and fuel and flies 
with a total weight of 1 5 tons is in drama- 
tic contrast with the same type plane of 
20 years ago which carried only one 1000- 
pound bomb or torpedo and flew with a 
maximum weight of only 6147 pounds. 

The early day dive bomber, out of 
which evolved today's fast, heavy striking 
weapon, was the Martin-built BM-1. Its 
successor with the great weight is also 
Martin-built. It is the AM-1, officially 
named "Mauler," but unofficially dubbed 
by carrier pilots and crews who have flown 
her as "Able Mabel" — for the letters A 
and M. 

First flight tests of the Mauler were 
held last year aboard the carrier USS Kear- 
sarge and early in 1949 aboard the USS 
Leyte. During these testing periods the 
plane carried as many as twelve 5 -inch 
rockets and three 2200-pound torpedoes, 
or four 20 milHmeter cannon plus ammu- 
nition, twelve 2 50-pound bombs and three 
torpedoes, a truly formidable load of ex- 

(Above) Ben Castillo lines up Mauler manifold parts and checks tolerances at Ryan plant. (Below) Mechan 
Martin Co. installing Ryon-built exhaust systems on Pratt & Whitney Wasp Major engines which power the heo 

Ics at Glenn L. 
eavy dive-bomber. 

As early as June of 1945, when the 
AM-1 was in its formative, or drawing 
board stage, Ryan engineers were work- 
ing on a suitable exhaust system for the 
ship that packs such a mighty wallop. 
Long hours went into the design of the 
ejector-type stacks, resembling the systems 
Ryan builds for the Douglas DC-6 and the 
P2V2 Neptunes of Lockheed. The extra 
propulsive thrust of the hot gases expelled 
by this particular type of manifold is 
worth an extra 100 horsepower to the 
engine of the plane in which the system is 

Particularly thorny was the problem of 
carrying the tremendous force of the gases 
through extremely narrow stacks, due to 
the closeness of the engine and the walls 
of the engine cowling on the Mauler. 
Original designs called for a smaller en- 
gine but before the plane was finally ap- 
proved another type of engine, the Pratt 
& Whitney, 32 50-horsepower Wasp Major 
was decided upon. This extra size within 
Able Mabel's nacelle necessitated some 
hairline planning to get the stainless steel 
stacks to fit. 

As an operational plane, the Mauler is 
capable of the extensive range of 2000 
miles, which is amazing considering its 
gross weight. The plane has a 50-foot 
wing span and is 41 feet, 6 inches long, 
making it the largest and heaviest torpedo 
or dive bomber attack plane ever to be 
launched from carrier decks. 

The torpedoes, rockets and bombs Mabel 
packs along are carried in shackles under 
the fuselage and wings, while the small 
bore cannon are mounted in the leading 
edges of the wings, two on each side. 

This heavy plane, of which the Navy 
ordered 149, has a better than 300 m.p.h. 
speed, fully loaded, compared to the puny 
speed and armament of the earlier Martin- 
built BM-ls. It was those early biplanes, 
nonetheless, which the U. S. Navy used 
to develop its murderous dive bomber and 
torpedo tactics which worked so success- 
fully against enemy shipping in World 
War II. Data gleaned from the 20-year-old 
planes, with their 52 5-horsepower Pratt 
& Whitney Hornet engines, helped make 
possible today's super fighting aircraft. 

Of the two AM- Is shown here, the one on 
the left is carrying the larger payload. 
The 2000-pound bomb in center, two "Tiny 
Tim" rockets and 1 2 five-inch rockets 
give it 25,737-pound gross flying weight. 

.^"SS-^v-^tL i^rTrfsS 

Were it possible for the television cameras to record Godfrey flying his Navion the scene might look like one above. 

GODFREY: On the k and In tk k 

You, the wife and children, plus nu- 
merous distant relations and neighbors 
who "just dropped by," are sitting in 
front of your newly purchased television 
set. The lights have been lowered. The last 
scraping of chairs has faded as the assem- 
bled throng finally gets itself ensconced 
for the evening's entertainment. Those 
helpful remarks like, "Why don't you 
turn that knob on the right and get rid 
of the blur," or "My wife's brother's set 
doesn't have those spots, but of course he 
paid $795 for his," have finally been 
quelled and things are ready. 

It is 8:30 p.m., Monday evening and 
the Arthur Godfrey Show is about to go 
on the air. Tonight's entertainment, spon- 
sored by Chesterfield cigarettes, gets off to 
a good start with music. Godfrey makes a 
wry remark or two. There is some sing- 


According to passengers who have 
flown with Godfrey he is cool and 
attentive at the Novion's controls. 

ing, and then one of the country's best 
known private plane enthusiasts wheels 
out a small scale model of the 1949 Ryan 
Navion, sent him by the Ryan Aeronau- 
tical Company for use during his visual 

Godfrey switches a small lever in the 
plane's cabin and the propeller whirls. 
Very realistic-like. On the wings of the 
model are painted the C.'\A license num- 
bers which Godfrey has on his own Na- 
vion. After some preliminaries about "how 
an airplane flies," during which Godfrey 
moves the model plane's control surfaces 
to demonstrate a point, he begins to rhap- 
sodize. "I like the Navion becau-se it's an 
airplane for a very sloppy pilot like my- 
self who flies once every other weekend 
or something. It's an airplane you don't 
h.ive to get checked out in every ten min- 

utes. It's an airplane that will take care of 
you — if you want it to — if you get in a 
jam. It's an airplane that forgives your 
mistakes. If you make errors with the 
Navion, it doesn't matter. The thing 
comes out of it itself and tells you, 'hey, 
hey, what's wrong with you, you jerk?' " 

But don't let those self-deprecatory re- 
marks fool you. As a pilot Arthur is no 
slouch. He has logged more than 2 500 
hours since he made his first flight as a 
17-year-old apprentice seaman at a Navy 
radio school in 1920. According to pas- 
sengers who have flown with Godfrey, he 
is cool and attentive at the controls and 
a stickler for having everything in top 
shape before he takes off to fly from his 
home near Leesburg, Virginia, to Teter- 
boro Airport in New Jersey, where he 
parks his Navion before beginning the 
weekly round of radio and television 

Television audiences are not the only 
Godfrey fans to hear about the speedy, 
all-purpose personal plane. Hardly a week 
passes but what this Navion owner 
doesn't mention his plane, a '48 model, or 
comment on private flying, its uses and 
abuses, over the CBS network on his morn- 
ing radio shows for Lipton's Tea. 

His infectious enthusiasm for private 
flying and the Navion as the plane to do 
it in, has captured the interest of many 
other Navion owners, who never miss a 
Godfrey broadcast. He has had many let- 
ters from them telling how they always 
pick up his program even while flying 
their own planes. 

Because of this aviation enthusiasm 
many people have learned to fly and 
bought planes after hearing Arthur talk 
about the fun and pleasure he receives 
from his own aircraft. Bill Cullen, a fel- 
low Columbia Broadcasting announcer 
and M.C. on the "Hit the Jackpot" pro- 
gram, recently bought a Navion and cited 
Godfrey's influence as deciding him on 
this particular plane. 

Dr. Elliott Finger of Marion, South 
Carolina, was another Godfrey fan whose 
interest in private flying was piqued by 
the enthusiasm of the commentator. The 
Doctor had a demonstration from Hugh 
Eudy, Navion distributor of Hcnderson- 
ville. South Carolina, and bought a plane. 
A telegram Finger sent Godfrey, w^hich 
was subsequently read over the air, said, 
"I heard you plug the Navion and went 
out and had a demonstration. Now I have 
a Navion, and a carton of Chesterfields, 
all as a result of your persuasive broad- 

His friends get as much pleasure out of 
the radioman's plane as he does. Instead of 
letting the Navion just sit in the hangar 
at the Teterboro Airport while he broad- 
casts and televises, Godfrey has Bob Ulik 
fly the plane to take friends on business 

or pleasure trips when it is not being 
used by the genial radio personality. Ulik 
was formerly a pilot for Mallard Air Ser- 
vice, Ryan Navion distributors for Greater 
New York, whose president. Bob Hewitt, 
has worked long and intimately with God- 
frey on his personal flying interests. 

In a recent broadcast Godfrey was talk- 
ing about his picture in the spring issue 
of Radio Album magazine, which he 
didn't think looked too good on the cover. 
Then he turned to the inside pages and 
remarked, "Oh, oh, and on page 17. Oh, 
that's a good shot! There's a good picture 
of the inside of the Navion. See it? Can 
you see that? That's ^ood. That's the old 
Navion. That's before I got this new one. 
That reminds me, I've got to get another 
new one. Have you seen the new '49 
model of the Ryan Navion, Ben? Oh, 
brother, why do they do that? I was just 
getting used to mine you know. I flew it 
up here yesterday with Bob Hewitt from 
Virginia. I am telling you I have never 
had anything so thrilling in my life. That 

doggone thing climbed 1400 feet the first 
5 seconds. I took off out of Leesburg, 
you know, thinking, as usual, I'd have to 
sneak around through the trees and find 
a hole somewhere. Boom, I had a 1000 
feet so fast I didn't know what to do. 
Gosh, it's a wonderful ship. Let me see 
what this story says here. It says, 'God- 
frey loves flying but the real reason he 
commutes by plane has to do with time 
saving. He's on daily for Lipton Tea and 
on Monday evening for Chesterfields.' " 

Not content just to use the plane for 
commuting and "time saving," as the 
article implied, Godfrey has also flown his 
Navion in many eificiency flights and pri- 
vate plane regattas sponsored by the Air- 
craft Owners and Pilots Association to 
demonstrate the high performance of per- 
sonal aircraft. In recognition for the yeo- 
man work he has done in helping boost 
private aviation and safe and sane flying 
through his broadcasts and articles, the 
National Flight System, in 1948, presented 
(Continued on page 12) 

"Hove you see the new '49 model of the Ryan Novion, Ben? Oh, brother, why do 
they do that? I was just getting used to mine you know. I flew it up here yes- 
terday from Virginia. I have never hod anything so thrilling in all my life." 

The name stamped on many of the 
world's most powerful and "hottest" en- 
gines — for which Ryan builds exhaust 
cones and other stainless steel parts — is 
also the name attached to some of the 
world's hottest stoves and coldest ice- 
boxes. Maker of these engines, plus the 
countless products dear to the hearts of 
America's housewives, is General Electric, 
a name with which Ryan has long been 
linked in the development and manufac- 
ture of thermal jet components and high- 
speed aircraft. 

Current production line activities in 
Ryan's Metal Products Division include 
the jet cone assembly line for the manu- 
facture of several G.E. J-47 jet engine 
parts, including transition liners, inner and 
outer exhaust cones and inner combustion 
chambers. This powerful engine now driv- 
ing many combat planes, including the 
Air Force's F-86 fighters and B-45 bomb- 
ers, both built by North American, is not 
the first G.E. jet product with which 
Ryan has worked. 

Ryan's "Dark Shark" Fireball plane, developed during last war, used two G.E.- 
built engines, the TG-100 propjet and 1-16 jet. Those powerplants in the Navy 
fighter helped to give it a phenomenal rote of climb and high speed for combat. 




Beginning tuith the 
worked closely 
jet engine 

Before World War II, when Douglas 
was building their A-20 "Boston" twin- 
engine attack bomber, many of the en- 
gines were equipped with General Electric 
turbosuperchargers, to give an added 
power boost at high altitudes. Ryan, at 
that time, designed and built the A-20 
tailpipe assemblies to carry the exhaust 
gases from the engine into the super- 
charger impeller wheels. The same super- 
charger is now in use on such super planes 
of the postwar period as the Boeing B-50, 
C-97A and 377. Ryan has continued to 
build the tailpipe assemblies which work 
hand in glove with the G E. superchargers 
in these models. 

This prewar association of Ryan and 
G.E. products on the A-20 and other 
fighting craft, presaged later developments 
by both manufacturers which culminated 
in the use of two G.E. -built engines in the 
Ryan XF2R-1 "Dark Shark" Fireball. 
These engines were the TG-100 turbo- 
prop and 1-16 turbojet which powered the 
jet-plus-propeller plane. 

General Electric was the pioneer manu- 
facturer of gas turbine superchargers for 
aircraft, and efforts in this field were di- 
rected by the late Dr. Sanford A. Moss. 
As a result of the efforts of Dr. Moss and 
a small group of associates at the River 
Works Thompson Laboratory of G.E., 
practicallv everv aircraft turbosuper- 
charger ever built in this country was 
built to General Electric design. 

In 191 S, Moss and a group of Army 
Air Force representatives took the first 
supercharger built in G E. labs, installed 
on a Liberty engine, to the top of Pike's 
Peak for an altitude test. This early ex- 

« OF li. I m Km 

16, these firms have 
n aircraft and 

periment showed that the 3 50 sea level 
horsepower of the Liberty increased to 
3 80 horsepower at 14,000 feet with the 
use of the newly developed power booster. 
From that time on, the development of 
exhaust-gas-driven turbines has been a 
story of constant improvement and refine- 
ment. Such G.E. turbines have also been 
adapted to many other applications, such 
as ground boosting, emergency power and 
range extension, when used with recipro- 
cating engines. 

This early experience with supercharg- 
ers and turbines was the ground work, 
actually, for the later development of jet 
power. The jet engine is in reality an 
overgrown turbosupercharger, for it oper- 
ates on the same principal as Dr. Moss's 
earliest experimental models. General Elec- 
tric began the manufacture of jet engines 
in 1942 with a model known as the 1-16. 
Ryan designed and produced some of the 
tailpipe sections for this powerplant. 

(Continued on page 16) 

(Above) G.E. -built J-47 jet engine for which Ryan fabricotes the tailpipe assemblies and other parts shown below. 

The center of interest in the picture 
to the right of this column unfortunately 
cannot yet be shown to the reader, and 
has had to be cropped out. The officers and 
civilians are observing, with interest, a 
high-speed, jet-propelled, pilotless target 
plane, which has been under development 
at Ryan for the past year and a half. For 
three days during August the plane under- 
went a major "work in progress" inspec- 
tion by a joint Air Force, Navy and Army 
Field Forces group in charge of guided 
missile design and development. 

Nucleus of the inspection party was 
the seven-man board, officially known as 
the "689" Board which was headed by 
Colonel H. J. Sands, Jr., Chief of the 
Guided Missile Section of the Air Materiel 
Command. Approximately thirty other 
officers and civilians from Wright Field 
and other aviation development labora- 
tories accompanied the Board on its visit. 

Military Previews 


Part of "689" Board conferring with 
Ryan's Director of Engineering 1 1, to 
r.) Lowrence Bruno, Bernard Bayuk, 
Harry Sutton, Maj. J. K. Taylor, Col. 
H. J. Sands, Jr. and Donald Thompson. 

Missile experts 1 1, to r. I Capt. 
Nozaire LeBlanc, G. L. Gates and 
J. J. Dunn inspect XQ-2 jet target. 

The XQ-2, official name for the pilot- 
less aircraft, is being built to original 
specifications which resulted in the Ryan 
Aeronautical Company's being awarded a 
contract for its development after a major 
competition held last year. It is being built 
under a combined Air Force-Navy devel- 
opment contract. The radio-controlled 
drone, which is less than half the size of 
a standard fighter plane, will be used as a 
target for interception problems as well 
as for anti-aircraft and combat plane gun- 
nery training. Performance figures are 
still highly confidential, as are all tech- 
nical details, quantity of units being pro- 
duced by Ryan and the dollar value of the 

With Colonel Sands on the "689" Board 
were Bernard Bayuk, Air Force guided 
(Continued nn pa,^e 12) 



In Mexico City "Vendemos el NAVION" means "We sell the Navion," which is exactly what partners 
Francisco Waltz (I.) and Wilford Morgan do at their offices downtown or Campestre Field (above). 

One would think the towering moun- 
tain ranges of Mexico or the hot, steam- 
ing jungle of equatorial Africa would be 
the biggest hazards to private aviation in 
those lands, but it is a mistake to assume 
so. Actually American dollars and the dif- 
ficulties of obtaining them due to cur- 
rency controls and devaluated foreign 
exchange rates are the problems personal 
plane buyers, as well as our foreign dis- 
tributors, face in Mexico City and Pre- 
toria, Union of South Africa. 

But this not a treatise on economics. 
It is rather a story of two of Ryan's 
out-of-U. S. Navion sales organizations: 

Morgan and Waltz, Sue. S. A. who operate 
in Mexico's cosmopolitan capital city, and 
Pretoria Light Aircraft Company (PTY) 
Ltd., who sell and service the handsome 
personal-business planes throughout the 
lower half of Africa. The Navion is ideally 
suited to both areas and these distribu- 
tors, like other Ryan sales representatives 
throughout the world, have no trouble 
getting customers. Only the low exchange 
rates and difficulty of getting import li- 
censes hold up real volume sales. 

In Mexico, Wilford Morgan and Fran- 
cisco Waltz maintain a large sales and ser- 
vice establishment at the Aero Club's 

Campestre Landing Field as well as a 
downtown office. The Campestre Field is 
in the suburbs near Chapultepec Park. 

At the field the two men rent 20 
hangars from the Club plus a repair shop 
facility. There are two mechanics work- 
ing for the company under the supervision 
of Morgan, a former Air Force Technical 
Sergeant who worked on our planes in 
China during the war. Following this duty 
he was sent to the American Embassy in 
Mexico City as their chief airplane 
mechanic. A year and a half ago he and 
Waltz teamed up to sell Navions. 
(Continued on page 12) 

"Wy Verkoopen NAVION" is the Dutch for "We sell the Navion," a phrase one would hear at the South African distributorship of 
Pretoria Light Aircraft Co. Below are three of five Navions used by South West Air Transport at Windhoek for charter flights. 


A $1000 reduction in the price of the Ryan Navion four-place personal-business 
plane, effective immediately, was announced August 12 by T. Claude Ryan, president 
of the Ryan Aeronautical Company. 

"This price reduction is made in keeping with the adjustments no'w occurring in the 
prices of most commodities,'* Ryan said, "and follows a policy of decreasing gross profit 
psr plane to increase sales volume." 

The $1000 reduction in price of the Ryan Navion -was made after an expression of 
opinion by all of Ryan's distributors in favor of accepting a substantial cut in their 
rate of gross commission to aid in making the plane available at the 9 percent lower 

"The new price of $10,985," Ryan said, "gives today's personal-business plane buyer 
an exceptional value in thoroughly modern air travel at a figure which represents three 
to four times pre-war value. Before the war a plane with the performance and capacity 
of the 15 5-mile-an-hour Ryan Navion cost from $18,000 to $25,000 pre-war dollars. 
In terms of today's dollar, the comparable price ten years ago would have been around 

"An increasing segment of the public is coming to accept the fact that the executive 
plane is not a luxury but a valuable business tool. Thousands of alert corporations, 
professional men and executives have learned the value of the modern business plane, 
for it gives them their own air transport service wherever and whenever they want to 
go at three times ground travel speeds." 


(Continued from page 7 ) 
him with an award for having "contrib- 
uted more to the promotion of private 
flying than any other individual this past 

On a trip to the West Coast of Mexico 
last year, the well-known radio person- 
ality stopped at Lindbergh Field, San 
Diego. Just as he was about to resume his 
trip south he noticed the Ryan Navion 
sign on the service hangar across the field. 
He asked his flying companions to hold 
the plane for a few minutes, jumped in an 
airport jeep and came across the field to 
make a Saturday morning tour of the 
plant and the N.ivion production line in 
company with Earl D. Prudden, Ryan's 
Vice President in charge of Airplane Sales. 

Unfortunately for that television fam- 
ily and Its multitude of friends and rela- 

tives who were all sitting around the re- 
ceiver, watching Godfrey toy with the 
model Navion, it is not yet possible to 
show the radio and video star at the con- 
trols of his plane while in flight. The 
television fans must rely on photographs 
of the sort which accompany this article, 
or, if they are lucky, they might happen 
to see him landing or taking off on his 
next trip from Leesburg to New York in 
that sleek, flyab'e, four-place job he is 
so sold on. 

Television audiences saw the model 
Navion, by the way, as a result of a let- 
ter the Ryan Aeronautical Company re- 
ceived from a neighbor of Godfrey's down 
in Virginia. She wrote asking why the 
company didn't provide her favorite tele- 
vision performer with a model of that 
plane he always talked about but had 

never shown his audience. She also re- 
marked that she thought the company 
magazine should show some pictures of 
the man who has done so much to interest 
her and thousands of others in the per- 
sonal-business plane. 

The Nation viodel and this article are 
the answer to her query. 


(Continued from page 10} 
missile expert; Lawrence Bruno, Air Force 
technician; Captain Nazaire LeBlanc, Air 
Force; Lt. Cmdr. O. Simonelli, U.S. Navy; 
Major J. K. Taylor, Army Field Forces, 
and Donald Thompson, U.S. Navy. Ac- 
cording to Robert Shaver, Ryan's Project 
Engineer for the XQ-2, the Board and 
the other technical observers were highly 
gratified at the progress made in the tar- 
get's construction. 

The jet-propelled plane is the result of 
design, powerplant and electronics ideas 
of a large group of Ryan engineers, headed 
by Harry A. Sutton, Director of Engi- 
neering, and including Bob Shaver, Bill 
Mauseth, Ronnie Reasoner, Forrest War- 
ren, Cart Laffoon, Wes Vyvyan, Ralph 
Gall, Jim Smith, Lew Dunfee, Robert 
Peasley, R. G. Houghton, Bob Close and 
Phil Massie. Each of these men, as well as 
the technicians in the Experimental De- 
partment where the plane is being built, 
has made important contributions toward 
the development of this unusual aircraft. 


(Continued from page 1 1 } 
The other partner, "Pancho" Waltz, 
has had a civilian pilot's card for several 
years. Waltz is in the unusual position 
of being a citizen of two countries, Mex- 
ico and France, this dual nationality being 
the result of strange citizen registration 
laws. During the war he served in Mar- 
tinique with the French Marines. 

On a recent visit to the plant to pick 
up a 1949 Navion, Waltz told of flying 
conditions around Mexico City. The Cam- 
pestre Landing Field is at a 7600-foot 
elevation, surrounded by some extremely 
high mountains, and to enter or leave the 
city a pilot must climb to 11,000 feet. 
These high flying conditions are sometimes 
aggravated bv the rain squalls and thun- 
derstorms indigenous to the country from 
June through September. "But the Navion 
performs beautifully at these altitudes," 
Waltz says. "It is a wonderful plane for 
mountain flying." 

Their company is at present following 
an extremely energetic advertising pro- 
gram, plugging the Navion on daily 
weather information broadcasts aired by 
Station XEB. This information includes 
all the standard meteorological data from 

the weather bureau and commercials of- 
fering Navion information to those in- 
terested in ""el aeroplano que piensa," (the 
airplane which thinks). 

Sales by Morgan and Waltz have been 
largely to mining and engineering con- 
cerns and agencies of the Mexican Gov- 
ernment, like a recent Navion sale to the 
Comision Federal de Electricidad. At pres- 
ent, the Mexico City distributors have two 
dealerships operating under their direc- 
tion: Ulvert & Cia., Ltda. in Managua, 
Nicaragua, and Jack Sullivan in Hermo- 
sillo, who is a dealer for the states of Baja 
California, Sonora, Sinaloa and Chihua- 
hua. This dealership is registered under the 
name of Industrial Importadora y Con- 
structora, S. A., and, like Morgan and 
Waltz, maintains excellent Navion service 
facilities for both U. S. and Mexican 
Navion owners. 

Half way round the world from Mex- 
ico City is Pretoria, Union of South 
Africa. Here, the Pretoria Light Aircraft 
Company operates out of Wonderboom 
Airport to sell the personal-business plane 
to ranchers, mining companies, airlines 
and private flying enthusiasts throughout 
half the continent of Africa. These Na- 
vion distributors have 30 agents in such 
exotic places as the Belgian Congo, Zanzi- 
bar, Tanganyika, Basutoland, Mozambique 
and Portuguese Angola. After taking the 
distributorship in 1948, Pretoria Light 
Aircraft sold fifteen planes, either from 
their own offices or through one of the 
far-flung dealerships. They have the only 
personal plane dealer organization in South 
Africa and sell more than 50 percent of 
all American aircraft imported into 

Founders and owners of the distributor- 
ship are the brothers Peter and J. van 
der Woude, who organized the company 
in 1937 to train civil air pilots and run a 
charter aircraft service across the vast 
reaches of the African veldt. Since their 
inception they have taken on two private 
plane distributorships, Navion and Piper, 
as well as dealerships for the Continental, 
Lycoming and Franklin engines. 

Several years ago the van der Woudes 
financed the South West Air Transport at 
Windhoek which runs a bi-weekly sched- 
uled service with five Navions to the 
northern districts of the South West 
Africa territory. The company, which is 
managed by G. T. van Rooyen, J. C. 
Mentz and A. K. L. Finke, recently bought 
out the van der Woude interests. 

In a recent letter from van Rooyan, 
South West's General Manager, he told of 
the company's passenger, mail and freight 
flights which began in November, 1948. 
Since beginning this service the company 
has completed more than 70 scheduled 
flights with their four Navions. van Roo- 

yan relates how they run their own main- 
tenance and servicing organization and, 
he writes, "being the only aviation con- 
cern in the territory we cater to all the 
needs of the private owners — approxi- 
mately 30. Our first Ryan Navion "ZS- 
BXR' has completed its first 600 trouble- 
free hours since going into service in July 
last year." 

With a backlog of orders for new 1949 
Navions, the Pretoria Light Aircraft 
Company is limited in the number which 

they can import into Africa due to the 
country's dollar allocation controls which 
does not allow our distributors to buy all 
the planes they could sell. 

Unfortunately international finance can 
be a bigger hazard to private plane sales 
and ownership than the roughest winds, 
or the crudest landing fields. The Navion 
can take these easily in its stride as Morgan 
and Waltz and the van der Woudes have 
demonstrated to many enthusiastic Na- 
vion customers in the past two years. 

Two saU baths for removing scale from stainless steel parts have been relocated 
in outside shed. A water tank and two acid baths are also housed in new addition. 

Heat Treat Re-grouped for Efficiency 

During part of July and most of the 
month of August, the Ryan Aeronautical 
Company's production line for Metal 
Products has been undergoing some major 
alterations. The Drop Hammer Depart- 
ment, where the stainless steel manifold 
and some specialized airplane parts are 
formed into shape, has had a '"moving 
day." Here also the parts are heat treated 
for strength and bathed in acid for the 
removal of scale. 

All the heat treat furnaces, which for- 
merly were scattered about the produc- 
tion floor of the main shop building, and 
the acid baths have been centralized in 
one accessible location. Better control over 
the movement of material is now obtained 
and a steadier flow of work is possible, not 
to mention the time and money expected 
to be saved by this close grouping of the 
large furnaces and tanks. 

Original plans for this re-grouping of 
this important production phase were 
formulated by Ray Ortiz, Manifold Pro- 
duction Superintendent; Herb Rasp, Pro- 
duction Engineering Manager; G. E. Bar- 
ton, Production Manager, and Owen 
Walker, Assistant Foreman in the Drop 
Hammer Department, who has charge of 
the heat treating and pickling operations. 

A new metal shed, built on the outside 
of the main manifold assembly building, 
was rushed to completion by the Plant 
Engineering Department under Durward 
Palmer's supervision. It now houses two 
salt baths, a water tank and two acid 
baths for treating stainless steel and 
aluminum parts. The outside shed has the 
added advantage of placing this phase of 
production out-of-doors where acid fumes 
are less noticeable. 



New positions of increased responsibili- 
ties were assumed by three of Ryan's key 
executives August 1, in a move designed 
to further strengthen 
^^H^^^^^^^^l efficiency of the de- 
^^^^^^^^^^1 partments affected. 
^^^^^^^^^^H At the same time, 
^m ^^U certain functions 

B., TB were regrouped for 

«'* "^ J better coordination 

^^ ^^ of the company's 

^^L '^F^ operations. 

PP-^ ^ Colin A. Still- 

! ^^^ML wagen, who has held 

- ' "^ the position of Con- 

Stillwagen troUer and Secretary 

for the past three 
years, was promoted to the new and im- 
portant assignment of Director of Ma- 
teriel and Contract Administration. He 
also continues as an 
officer of the com- 
pany, retaining the 
position of Corporate 

Walter O. Locke, 
19-year veteran with 
the Ryan organiza- 
tion, has taken on 
greater responsibili- 
ties in his new ad- 
visory capacity to 
the management. His Locke 

previous assignment 

as Assistant to President T. Claude Ryan 
has become a more active one, and in 
addition Locke now serves as Staff As- 
sistant to George C. Woodard, Executive 
Vice President, with duties in connection 
with general operational control. 

Selected to take 
over direction of the 
work of the Control- 
ler's Office, formerly 
under Stillwagen's 
supervision, was L. L. 
"Jeff" Underwood, 
who has been ad- 
vanced to the new 
position of Assistant 
Treasurer of the cor- 
poration. In his new 
assignment. Under- 
wood works directly 
under Woodard. For the past three years. 
Underwood has been Supervisor of Budget 
Control and Internal Auditing. 

"These changes," T. Claude Ryan, pres- 
ident, pointed out, "are based on well- 
deserved confidence in the abilities of 
these executives and the new positions 
represent increased responsibilities in each 


The newly grouped departments which 
are now under Stillwagen's supervision in- 
clude: Contract Administration, Schedules 
and Production Control, Purchasing, Ma- 
terial Control, Standards and Estimating, 
Airplane Spares, Airplane Service, Safety 
and Welfare and Traffic. 

Stillwagen joined the Ryan organization 
ten years ago as head of the Accounting 
Department of the Ryan School of Aero- 
nautics. During the war years he held 
executive management positions with 
Ryan's Army pilot training school in San 
Diego, and Hemet, California, as well as 
Tucson, Arizona. At the end of the war 
he was placed on the Ryan company's 
executive staff and in November, 1945, 
was advanced to the positions of Control- 
ler and Corporate Secretary. 

Recent recognition of Stillwagen's out- 
standing ability came with his selection 
as Chairman of the Citizen's Budget Ad- 
vistory Committee of 50 to assist in guid- 
ing the City of San Diego's financial poli- 

Locke is Ryan's fourth oldest employee 
in point of service with the company. 
During his 19 years with the organization 
he has served in many executive capacities 
and knows the company's operations from 
every angle. His long and varied experi- 
ence is proving extremely valuable in his 
new assignment. 



Lumber firms keep close contact be- 
tween mills and cutting operations 
through the use of safe, fast business 
airplanes like the Ryan Navion shown 
here and on the cover, flying over the 
Shevlin-Hixon mill at St. Helens, Ore- 

Owned by the Perma-Wall construc- 
tion Company of Portland, this busy 
plane transports company executives for 
calls on customers and supply sources 
throughout the Pacific Northwest. 

Jeff Underwood, the company's new 
Assistant Treasurer and head of its ac- 
counting functions, first joined the com- 
pany through its subsidiary, Ryan School 
of Aeronautics of Arizona, at Tucson. 
There, for two years, he served as office 
manager and head of the accounting de- 
partment, transferring to the Ryan Aero- 
nautical Company upon termination of 
the pilot training program. 


(Continued jrom page I) 
twenty-nine years after he purchased his 
first plane, and uses it constantly to travel 
between his three hospitals; in Holdrege, 
Oberlin, Kansas and Lexington, Nebraska, 
which he and his two sons, also surgeons, 
operate. Both the other Brewsters are pri- 
vate plane pilots as is their mother. 

Nothing could be more unlike the flat, 
endless expanses of Nebraska and Kansas 
where Dr. Brewster and family fly their 
planes, than the towering mountain re- 
gions of Utah. Here the Wasatch range, 
a 10,000 to 12,000-footer, is the hurdle 
Dr. J. E. Dorman of Price, Utah, must 
cross every week to attend clinic meetings 
or perform operations at a Provo hospital. 

Dr. Dorman, a leading eye, ear, nose and 
throat specialist, finds his Navion almost 
mandatory in procuring the time needed 
to attend medical meetings in Salt Lake 
Citv and elsewhere around the country. 
Since purchasing his Navion, he has logged 
over 500 hours, mostly mountain hopping, 
and when asked if he would buy another 
one he replied, "I wouldn't have anything 
else. But I'm getting such good service 
from this particular aircraft that I expect 
to go on flying it for quite a few more 
years before trading it in on a new model." 

The use of personal planes by "flying 
doctors," so dramatically pioneered by Dr. 
Brewster in 1919, when he made his first 
flight to save the life of an oil worker by 
performing an emergency operation, has 
now become almost routine. Throughout 
America, doctors, dentists and specialists 
in the field of medicine and surgery are 
depending more and more on private plane 
transportation to save them hours of time, 
not to mention the patients whose lives 
depend on precious minutes gained by 

But the practice of medicine and the 
advantage of quick transportation for 
rush cases are not the only benefits the 
Navion's medical owners enjoy. A chance 
to relax for a few days away from the 
swabs, sutures and sulfa means almost as 
much to the M.Ds. and dentists in this 
day of shortages in the medical ranks 
when leisure hours can be lengthened by 
flying to and from that cabin in the 
mountains or cottage bv the sea. 



(Continued from page 1 ) 

solved many of the problems in the final 
design which led to an order for a quan- 
tity of these tailpipes to be fabricated at 
the Ryan plant. 

In the same four weeks, the same sales 
engineer had numerous sessions with Pan 
American maintenance people discussing 
a new stainless steel alloy for flanges and 
ball joints on the Boeing 377 exhaust sys- 
tems. The alloy, tested in the company's 
laboratory, is expected to extend the ser- 
vice life of these systems by many hours. 

At the same time Todd was rushing 
between Boeing at Seattle, Ryan in San 
Diego and Pan Am at San Francisco, Jack 
Zippwald was spending more than a few 
hours at the Douglas factory in Santa 
Monica on DC-6 and C-54 manifold ser- 
vice calls. Jack's long background in prac- 
tical shop techniques and assembly proc- 
esses at Ryan comes in handily when an- 
other firm's engineers want to know how 
a ball and socket joint or a manifold clamp 
will stand up to the tremendous pounding 
a transport engine will give them. 

In the industrial heart of America, the 
vast Midwest area of Ohio, Michigan, Illi- 
nois and Indiana the man who sells Ryan 
products as well as checks on operation 
and service or advises on new manifold 
improvements is Jimmy Stalnaker, an- 
other practical shop man. Jimmy's apart- 
ment is in Dayton, Ohio, but he doesn't 
hang around it much. He can usually be 
found at the Lockland, Ohio, General 
Electric plant, working on J-47 tailpipe 
design studies. 

Another frequent visitor in Dayton, 
from the home office in San Diego, is the 
Metal Products Division's Chief Engineer. 
His name is Charles Byrne and his back- 
ground in designing jet components for 
General Electric's earlier 1-16 and J-33 
engines eminently qualifies him for con- 
sulting jobs on the J-47, newest G. E. 
fighter and bomber powerp'ant. 

Calling on customers and consulting 
with engineering departments of East 
Coast airplane manufacturers is Rod Mc- 
Donough who operates up and down the 
Atlantic seaboard from New Jersey. Mar- 
tm, Fairchild, Grumman, Republic and 
Wright Aeronautical are on his Ust for 
regular service calls involving exhaust sys- 
tem and jet engine designs, installations or 
changes. Rod, before coming with Ryan 
earlier this year, spent 13 years as engineer 
and sales representative with Wright 
Aeronautical Corporation. 

Even farther from the factory on the 
West Coast has been Frenchy Foushee; all 

This Flying World 

• The first of the 36 T-29 "Flying Classrooms" ordered by the Air Force for naviga- 
tion training will be completed in September at the Convair plant in San Diego. The 
plane outwardly resembles Convair's commercial transport known as the 240 Convair- 
Liner, but with the addition of four, bubble-like astrodomes on top of the fuselage. 

Student navigators will take star sights through these plastic domes as part of their 
training. The T-2 9 will accommodate 16 students, in addition to the pilot, co-pilot, crew 
chief, navigation instructor and radio operation instructor. The oxygen system in the 
plane will have individual outlets and provide training in the use of oxygen masks at 
high altitude operation. 


• The lirst scheduled service wilh Boeing Stratocruisei equipment on domestic routes 
was inaugurated Aug. 1 by Northwest Airhnes. Initially, the new equipment will be used 
on the Twin Cities-Chicago route, and by Sept. 1 it is proposed to have transcontinental 
Stratocruiser flights operating between New York and Seattle via Detroit, Milwaukee, the 
Twin Cities and Spokane. The service will be at standard fares. Initial schedules call for 
three round-trips daily between Minneapolis & St. Paul and Chicago. 





• The ■wraps have been partially removed from a new Navy project now being built 
by the Goodyear Aircraft Company at Akron, Ohio. The project is a new blimp, designed 
specifically to carry the latest equipment for combatting snorkel-type submarines. 

The lighter-than-air craft will be 3 24 feet long, and the largest non-rigid airship 
ever built. The Navy designation for the blimp is "N-type,'* and it will be capable of 
both long-range over ocean patrol as -well as anti-sub warfare due to its ability to 
hover over a given spot while employing its devices for detection and tracking of under- 
sea ships. 

The big blimp, for which Ryan Aeronautical Company built exhaust manifolds for 
the two Wright engines, will be able to refuel in flight by dropping a fuel line to a 
surface ship. The two engines are to be mounted within the control car to enable repairs 
to be made while the blimp is in flight. 

The ne-w airship, with its two-deck control car, -will be capable of making 7 5 knots 
and -will carry a useful load of more than four and a half tons. 


• A B-50 Superfortress has recently been equipped with retractable track landing gear 
— the first application of this track gear to a heavy combat-type aircraft and the first to 
use a dual-track arrangement on each landing-gear leg. 

A heavy plane equipped with conventional wheel-type landing gear will break through 
a dirt, sod or sand surface because all the weight is concentrated on a relatively small 
area. The engineering answer to this problem was the track gear, first used on the Fair- 
child C-82 Packets. By distributing the weight of the plane over a larger area the 
developed pressure is kept below penetration pressure. 


the way to England and Germany on a 
service trip which covered manifold in- 
stallation and performance checks on the 
Douglas C-54 and C-74 and Fairchild 
C-82s in use on the Berlin Airlift. Just 
before he flew to the continent, Frenchy 
was awarded a plaque designating him a 
member of United Air Lines' "100,000 
Mile Club." He's flown more miles than 
that in the past four years making exhaust 
system tests, instructing maintenance 
crews in the installation of Ryan-built 
manifold parts and in welding techniques. 
While the sales engineers are solving 
service, maintenance and design enigmas 
away from the office, there must still be 
men holding down the fort back in San 
Diego. Frank VoU, Engineering Coordina- 
tor, and Fred Coffer, Sales Coordinator, 

both with many years of practical assem- 
bly line and sales experience behind them, 
keep the blueprints, contracts, modifica- 
tion and service catalogues and the myriad 
other details of successful manifold fabri- 
cation flowing smoothly. They see that 
the job gets out on time whether its a 
new assembly, a modification or a replace- 
ment part. 

Head man of the Metal Products bunch 
is Sam Breder. He likes to sell. He likes to 
get to the bottom of service difficulties 
and iron them out, too, and across his desk 
pass the service reports the boys in the 
field send in or phone in for Sam's final 
OK. This man's enthusiasm for selling and 
servicing manifold products infects all 
those who work with him. He is constant- 
(Continiied on page 16) 


^aM^ SSaa Mko) ©ia J^fej^SoGS 

FASTEST NAVION? Charlie Toth, top man of Toth Aircraft & Accessories, 

distributor in Konsos City, Mo., recently set what may well be a record speed 
run for the Ryan Navion. Between Kansas City and Cincinnati, a 560-mile 
stretch, favorable winds helped his '49 demonstrator average 224 miles per 
hour, completing the junket in only 2 hrs. and 25 mins. Charlie flew on to 
Washington, D. C, at almost the some clip, The Toth organization is also cur- 
rently celebrating delivery of o new Ryan Navion to the J. D. Armstrong Con- 
struction Co., considered one of the most important sales of 1949 in this Mid- 
western territory. 

Navion sales season is the alert selling policy of prexy Arch McEwein. The well-liked 
Mid-westerner recently gave, by special invitation, extensive demonstrations of the '49 
model at the three-day conference of the Central Bible Institute and Assemblies of 
God Church in Springfield, Mo. Reporting considerable interest in the Navion among 
the conferees. Arch says that over 90% of the pilots present had the opportunity to 
either pilot or ride in his demonstrator. 

FIRE FIGHTERS. Les Randolph, Glenn Higby and Howard Jeppson, three 
crack pilots for Aircraft Service Co., Ryan Navion distributor in Boise, Idaho, 
con match their public service records with any in the nation. This summer 
they're using Navions to ossist the U. S. Forest Service in the battle against 
fire in the Bear 'Valley, Round Valley and Marble Creek areas of Idaho. Drop- 
ping supplies of bedding and food to fire fighters on the ground is one im- 
portant item on their list of duties. Thanks to the planes, they're reaching men 
in interior locations which are otherwise inaccessible. Such summertime emer- 
gency flying follows close-up on their spring wheat crop rescues and winter 
months' hoylift operations. 

in Colombia. The Aeroclub de Colombia, Ryan Navion distributor located in Bogota, 
that country's capital city, announces delivery will soon be made on a '49 Ryan 
Navion to Dr. Jorge Saenz and William G. Post. Gustavo Izquierdo, veteran mountain 
pilot, is picking up the new plane at the factory. Commenting on the opening of the 
Aeroclub's branch office in Moriquito, James G. Leaver, Manager, soys, "There's a 
great deal of enthusiasm over the Navion in this particular agricultural area, com- 
posed of successful farm owners, most of whom ore cotton growers." Leaver adds that 
the Aeroclub — an enterprise with 125 members — has mode other important Navion 
soles for which import permits are now being arranged. 

CREDIT BILL COXE AND TOM MITCHELL with being two of the Ryan Navion 
program's most up-and-coming soles representatives. Operating out of Green- 
ville, S. C, and Lombard, III., respectively, this hustling pair is doing the bang- 
up type selling job that promises to keep "Ryan Navion" the top aviation name 
in their areas. Both were recent visitors at the factory where they took delivery 
on '49 models for customers. Bill soys his philosophy for selling is to tell the 
prospect about the Navion, then follow up fast with a demonstration that shows 
the soles talk was entirely foctuol; on underestimotion, if anything. Tom, o real 
oldtimer in this aviation game by any man's standard, works much the some 
way, enjoying the longtime patronage of many of the Midwest's most prominent 
flying people. Carolina Aeronautics and Howard Aviation rote congratulations 
for appointing these two high-calibre representatives. 

he had been flying it all his life," writes Arturo Meneses, about his boss' first flights 
in a '49 Ryan Navion. The Aviation Department Manager for Salinas, Fobres y Cio., 
Ltda., Ryon Navion distributor for Chile, goes on, "Our most recent '49 Ryan Navion 
arrived in Santiago in perfect condition. On his second take-off by himself, Fobres 
went round-trip to La Serena, a town 250 miles north of here. That's when he really 
discovered what a fine ship the '49 model is. Incidentally, there was a much higher- 
powered American-built high-wing single-engine cabin plane flying the same route 
at the time, and it gained only five minutes on the Navion each way." 

Novion advertising inquiry turned out to be from on 1 I -year-old Troy, Ohio, 
school girl, Jim Hobstetter, president of Southern Ohio Aviation, decided thot 
nonetheless he would go oheod with his plans to give her the demonstration 
she had wanted so badly. So one recent Wednesday afternoon Jim met little 
Julia Kauffman and her daddy, Horry Kauffman of the Skinner Irrigation Co., 
at Waco Field in Troy for the promised Navion ride. Impressed, Kauffman 
wrote to the Ryan factory, "Julia and I both appreciate Mr. Hobstetter's 
thoughtfulness in toking us for the demonstration. It was one of those extra 
little things that wasn't at all necessary for him to do. With such friendliness 
in their business, we ore sure Mr. Hobstetter and Southern Ohio Aviotion moke 
on excellent connection for the Ryan Aeronautical Company." 

ly moving from one end of the country 
to the other, just as his sales and service 
representatives, and with all their urgency 
and dispatch when a new problem comes 
up that Ryan experience can settle. 

Only two men in the department stay 
put for any length of time. They are Joe 
Small, Assistant Sales Manager, whose 
main province is selling metal products, 
keeping the sales records, checking sales 
reports and routing the travellers from 
one spot to another. 

The other is Joe Richert, Office Man- 
ager, whose job it is to expedite orders 
and keep inter-departmental workings 
running efficiently. 

After all, someone has to be on hand 
when all the phones start ringing and the 
calls come pouring in from Seattle, Balti- 
more, Dayton or Fort Worth reporting 
on work in progress, sales consummated or 
service problems solved and the men on 
the move want to know where they are 
needed to take Ryan know-how and ser- 
vice next. 


(Continued from page 9) 

It is interesting to digress at this pc»nt 
to tell of an unusual incident which oc- 
curred just before Ryan began designing 
the first FR-1 Fireball in which the 1-16 
was installed. 

All work on the model was highly 
secret and in 1942, right after America 
entered the war, several British power- 
plant experts arrived incognito in Boston 
and registered at obscure hotels before be- 
ginning work with G.E. engineers. A jet 
propulsion aircraft engine of British de- 
sign was brought to America on a fast 
ship and taken by a circuitous route to a 
G.E. plant and delivered inside the fac- 
tory at a time when all the workmen 
except guards were absent. 

Another Englishman had been flown 
across the ocean and registered under an 
assumed name at the Boston Statler, where 
he stayed in a specially guarded room 
with an outside telephone line directly to 
the G.E. plant. After several weeks this 
man moved into the home of one of the 
company's top engineers, whose wife 
didn't even know the Enghshman's right 
name during the months he lived in her 

Only long after the P-5 9A "Aircomet," 
first plane to fly with the 1-16, had been 
launched did word get around that the 
mysterious Britisher was Frank Whittle, 
the world's pioneer expert on jet propul- 
sion, to whose original design the 1-16 was 

The TG-100, turboprop engine, which 
powered the XF2R-1, along with the 1-16, 
was another General Electric development 
for which Ryan built the tailpipes and 

exhaust cone. The combination of these 
two installations gave the Dark Shark 
phenomenal climb and peak performance 
over a wide range of speeds and altitudes. 
The TG-lOO's two-way harnessing of gas 
turbine power to drive a propeller and at 
the same time boost with jet thrust also 
gave the plane greater flexibility at low 
speeds, particularly during take-off. 

Ryan and General Electric cooperation 
on military aircraft and engines paused 
briefly in 1946 following the cessation of 
hostilities, but was resumed again in 
January of this year with the awarding 
of a contract by G.E. for Ryan to build 
J-47 exhaust cone parts. Since this new 
work has started, Ryan and G.E. engi- 
neers have worked closely together on the 
stainless steel components which go into 
the engine powering such craft as the 
pace-setting, 6 70 -mile-per-hour F-86 
Sabre fighter. Ryan production skill has 
turned out a vast quantity (exact number 
is confidential) of the gleaming exhaust 
cones and other parts in the eight months 
since tooling up processes began. 

Some hitherto confidential facts con- 
cerning the performance of the J-47 (TG- 
190) have just been released by the Air 
Force and a little more of what General 
Electric and Ryan are accomplishing can 
be revealed. 

The J-47 represents a three-fold in- 
crease in thrustpower over the first Air 
Force jets flown in 1942. In six years, the 
company, through experimentation and 
development, has increased thrust from 
the original 1400-1500 pounds to the 
maximum blast of over 5000 pounds 
which the J-47 puts out. 

The engine incorporates multiple com- 
bustion chambers and an axial flow tur- 
bine, and can burn either kerosene or 
grade 100 130 gasoline. Air is gulped into 
the engine at an airflow rate of 90 pounds 
per second. With the engine operating at 
a normal continuous cruise thrust power, 
exhaust temperatures become so high that 
special resistant alloys have been used in 
the construction of the J-47 combustion 
chambers, exhaust systems (both of which 
Ryan builds) as well as the nozzle dia- 
phragm and turbine wheel. 

As in the last days of the war, when 
the Fireballs and Dark Shark first flew, 
G.E. and Ryan cooperation has succeeded 
in producing advanced aircraft com- 
ponents so vitally necessary in America's 
effort to hold its lead in aircraft and jet 
engine development. 

WHEN YOU HEAR THE FAMOUS "QUIZ KIDS" over the oir next fall, include a '49 
Ryan Navion in the script. John Lewellen, program manager and director for this 
favorite Sunday radio feature, will be using his new plane to travel from city to city, 
giving a new twist to the show which spotlights local brain-children across the 
nation rather than a permanent set of youthful experts. He also will be flying back 
to Chicago each Wednesday for the televised Quiz Kids program. Business won't take 
ell the Navion's time, however. Flying with the Lewellens is a family affair, for 
Mrs. Lewellen and their youngsters, Tommie and Lu Ann, enjoy trips in the handsome 
plane, too. The few times it isn't in use, the Navion is hongored just ten minutes 
from their Glen Ellyn, Illinois home. 

Hilton, Caterpillar and John Deere implement distributor of Modesto, Califor- 
nia, settled upon the Ryan Navion. Experience soon convinced him he had 
found the plane he was after. So he bought a second Navion as a gift for his 
son, Harold L. Hilton, who lives at Boulder Creek, north of Modesto. Now 
father and son regularly use their Navions to commute between the two towns, 
loading the ships down nearly every trip with members of their families, lug- 
gage and odd lots of cargo. 
thoroughly off oil business as flying my Navion," declares Dr. E. E. Collins, dentist 
in Sunbury, Pa. Typical of the professional man who in his forties takes up flying for 
recreation. Dr. Collins takes real pleasure in acquainting his dental colleagues as 
well OS other pilots with the wonders of Navion flying. His wife, Violo, shares his 
enthusiasm, and recently joined him in a vacation flight which took them from coast 
to coast corner to corner, across the U. S. "We couldn't do without the Navion now," 
he explains. "The way it has helped us to be with our families more frequently than 
ever before is one important reason. The old 9-hour car trip to Bridgeport, Conn., to 
visit my wife's relatives is now only 1 hour 40 minutes in the Navion. And to Elmira, 
N. Y., where my folks live, the air route takes less than one-third the automobile 

Milwaukee, value their '49 Ryan Navion most for the savings 
in time and money which it provides on short hops. C. E. 
Swanson, Eureka's General Manager, reports that they have 
reduced total travel-time I including time from town to air- 
port and all other extras! at least 50% since they've been 
flying between their branch offices. Now flying a '49 Ryan 
Navion, after eight months of highly satisfactory use from 
their '48 model, the Eureka people ore among the Midwest's 
most prominent Navion boosters. 

"FLYING LABORATORY" is the opt designation of the '49 Ryan Navion owned by 
Aircraft Radio Corporation of Boonton, N. J. Used to demonstrate ARC's excellent 
radio equipment, the Flying Lab is specially decked out with a complete two-way 
VHF communication system, low frequency navigational system using directional loop, 
VHF omnidirectional IVOR! system, ILS, two-control radio setup, full set of instru- 
ments for testing omnidirectional equipment and other field instollations. C. L. 
Cahill, of the Division of Field Engineering and Sales, covers the nation twice yearly 
with the Navion. When not so on the wing, the plane sees heavy use at the home 
base in development work and executive transportation assignments. 

liams, Assistant General Manager of the Guy Gannett Pub- 
lishing Co., Portland, Maine, soys his firm's Ryan Navion 
is just that. The four-place sky hustler's jobs range from 
cross-country trips between California and New England 
for visits to newspaper plants and radio stations, to heavily- 
scheduled short hops between cities in Maine where the five 
major Gannett papers and two radio stations ore located. 
"We've found the Navion's wonderful from utility, time- 
saving and emergency transportation standpoints," says Williams, "and for 
advertising and prestige purposes, it's 0-K Plus!" 

FLEET FOLKS. The Palm Mortuary, Las Vegas, Nevada, has been added to the 
ever-growing list of Navion fleet operators. Under the supervision of Jerry Woodbury, 
Navions 4372K and 4894K ore used as flying ambulances to busily cover the region 
fanning out around this famous Western city. 

AUGUST 31, 1949 

VOL. 10, No 

PubhsheJ B^ 

Ryan Aeronautical Company, Lindbergh Field, San Diego 12, California 

. . . Frances L. Kohl, art and production editor Robert F. Smith, Navion news editor . 

Don Doerr, chief photographer William Wagner, editorial director. 




Return Postage Guaranteed 

address {s known, notify 
for which is guaranteed. 

ed, and 

R. K. EP.AITir^/AIT 
4071 HAiriES 

Sec. 34.66, P. L. a: R. 


San Diego, California 
Permit No. 437 

Metal Products 


Exhaust Systems • Turbo-Jet and Ram-Jet Components 


R E¥ 0%I»R 

^7. ' 





# # # 

1 » I ' f 



i%. •■■ >i>l2 

VOL. 10, NO. 8 



Berlin's Templehof field and a line-up of Ryan mani- 
fold-equipped C-54s shown above were on Foushee's 
itinerary. (Below) Mechs remove cowl of Fairchild C-82 
Packet for Foushee to study manifolds. These C-82s were 
airlift service-tested ond carried loads too unwieldy for 
other planes. (Middle) KLM, Royal Dutch Airline in 
Amsterdam hod most modern maintenance set-up includ- 
ing engine test laboratory which Foushee inspected. 


C. L. "Frenchy" Foushee 

T HE first question everyone asked him 
' when he returned to the factory in 
late August was, "Did you get to Paris, 
Frenchy?" The question was usually asked 
with a leer, the questioner's mind filled 
with visions of beautiful women in low- 
cut gowns throwing themselves into Ian- 
quid poses in expensive restaurants over 
magnums of Champagne. But there was 
none of that for C. L. Foushee, Ryan's 
Manifold Field Service Representative, 
even though his last name announces his 
French heritage. After all, he only spent 
two days in the city American's dream 
of visiting, and the so called "smart" 
restaurants get around $10 for a small 
steak; a price way beyond the average 
traveller's means, even if he has an expense 

The Service Representative did have a 
good time without the fancy trappings. 
He saw the Eiffel Tower, ate some good 

food, was shown the town by Ryan's 
European Distributor for the Navion, 
Rene Delbos, and had a bottle or two of 
the famed French vintages. The trip was 
not for pleasure but a business journey 
for the Air Forces who wanted a Ryan 
man to evaluate their manifold service and 
maintenance facilities for the planes fly- 
ing the Berlin Airlift. The side trips to 
Paris, Brussels, Amsterdam and Zurich 
were on company business, for the purpose 
of discussing manifold service and main- 
tenance crew training with foreign air- 
lines whose planes like the Douglas DC-6, 
Convair 240, DC-4 and DC- 3 are 
equipped with Ryan-built collector sys- 

The major part of the six-week Eur- 
opean tour Foushee spent in Germany. 
He arrived at Frankfurt after an unevent- 
ful 18-hour plane trip from Westover 
(Continued on page 1 9 ) 

Air Force mechanics at maintenance center in Erding, Germany, check Ryan- 
built exhaust stacks on Douglas C-54. Foushee called here on his trip. 

HANG an overgrown Jato Junior 
"thermos bottle," 6 by 18 inches, 
beneath the belly of your Navion and 
you're ready for even more startling take- 
off performance than that for vi'hich the 
Navion is already justly famous. 

Developing 2 50 pounds of thrust for 
12 seconds duration, Jato Junior will 
"shoot you virtually straight up on take- 
off like an express elevator in the Empire 
State Building!" 

That's the report of William P. "Doc" 


Sloan, Ryan Aeronautical Companj^ sales 
demonstration pilot, after his first Jato 
(jet assisted take off) flight in the Ryan 
Navion of Aerojet Engineering Corp., 
developers of this and other rocket en- 
gines. Sloan reports, "I had over a thous- 
and feet before I could even get the 
gear up!" 

According to both Ryan and Aerojet 
engineers the use of a Jato Junior rocket 
engine will enable a plane at full gross 
weight to make unbelievably short, steep 

The Jato Junior-equipped Navion with o smoke 
trail was 1 84 feet in the air, 600 feet from 
its take-off point, when the other Navion ot 
the left was just getting off the runway 500 
feet from its starting point. Use of rocket 
power permits shorter take-offs, with bigger 
loads, than are possible with standard engine. 

William P. Sloan, Ryan's sales demonstration 
pilot, outdistances another Novion (on ground 
ct right) during a test flight he mode with 
Aerojet's Jato-equipped Navion. "I hod over 
1000 feet before I could even get the gear 
up," Sloan reported in amazement after land- 
ing the fast-climbing, experimental Navion. 






N avion pilots tvill be able to take off like 

an express elevator tvhen Jato Junior 

is tnade available commercially 


take-offs from small, high altitude fields 
surrounded by obstacles. Its utility for 
construction and mining companies, for 
the Army Field Forces, and for cargo 
carriers in remote, isolated regions is all 
too apparent. The greater take-off load 
would more than compensate for the 
original installation cost and subsequent 
recharging with the propellant. 

Unfortunately, Jato Junior is not com- 
mercially available now. It was developed 
(Continued on page 17) 

Small size of powerful Jato Junior bottle 
is shown In picture above as an Aerojet 
engineer attaches the 50-pound container 
to underside of Novion beneath the cabin. 

The Jato Junior rocket is fired as soon as 
Navion develops full power and plane has 
started down runway. Almost vertical climb 
is achieved, as shown at right, and any ob- 
struction can be cleared in only 300 feet 
from plane's starting point when jet-assisted 
take-off is used to give on added boost. 



I MAGINE a freight train, made up of 
■ 8 fully loaded cars, and you have some 
idea of the immense volume of stainless 
steel exhaust manifolds and jet engine 
parts which leave the Ryan plant every 
month. Translated into poundage figures, 
the volume averages 160,000 pounds 
monthly. And exhaust manifolds, for all 
the heavy-duty work they do, are a com- 
paratively lightweight product. 

The work of building collector systems 
for most of the commercial and military 
aircraft currently in the air does not end 
when the manifolds are taken from the 
jigs, checked to specifications and cleaned 
in a final anti-scale bath. They must then 
be carefully packed and routed to other 
aircraft manufacturers throughout the 

Responsibility for maintaining a steady 
flow of completed parts from factor)' to 
consumer is within the province of the 
Shipping Department, supervised by W. J. 
Higgins. It is a fast-working crew of 20 
people, located conveniently at the end 
of the manifold final assembly line. 

As the B-50, DC-6, C-97, P2V-3, Con- 
vair 240, and the numerous other mani- 
folds Ryan builds come from the assem- 
bly line to Shipping, they are grouped on 
shelves, related parts adjacent to each 
other for convenient and quick handling. 
This space is called a Shipping Accumula- 
tion Area, and its contents are constantly 
changing as new parts roil off the produc- 
tion lines. 

Art Moore, stock clerk, (above) loads a 
hand truck with Boeing B-50 parts for 
inspection and crating. Each collector 
system leaves factory as unit, or "kit." 

Rush order for Lockheed P2V-3 "Neptune" 
collector system ports brought Novion 
(below) into shipping picture when it mode 
a hurried delivery to Lockheed factory. 



(Above! Work area of Shipping Department shows the Accumulation Area in background and lined up crates being loaded with 
manifold parts. (Below) Victor Lindemann, stock clerk, enters changes in records on department's Stock Control Board. 





when the parts arrive in Shipping, 
Victor Lindemann, stocli clerk, counts 
them and notes the part number on stock 
inventory cards. These cards provide a 
running inventory for chief clerk, Art 
Selness, of the Shipping Department so 
that he knows at any moment just how 
many B-50 parts, for instance, are on the 
shelves ready for shipment. The cards are 
filed on an Inventory Control Board and 
changed daily as new parts arrive from 
Manifold Assembly and shipments move 
out of the factory to customers. 

Manifolds are not shipped piecemeal, 
but sent as complete "kits." Each kit con- 
tains all the pieces which make up a com- 
pleted engine assembly. As orders come 
through from the Metal Products Sales 
office to send out completed exhaust sys- 
tems, they are entered on a "Schedule by 
Model" sheet which Production Control 
prepares. The sheet tells Shipping how 




HHHv^ ^^^ 





many AM-1 "Mauler" collector kits, for 
example, are to be sent during the month 
of September to the Glenn L. Martin 
Company. The Inventory Control Board, 
each day, tells Shipping personnel how 
many separate AM-1 parts are available 
on the shelves and they can plan their 
shipments accordingly. 

Stenographers Tunie Niemi, Rita Wy- 
ant or Betty Linder then make out a 
Check List, Packing Sheet and Pull Sheet, 
each a duplicate of the other, with every 
part and quantity required for a complete 
kit listed. The stock clerks George San- 
chez and Arthur Moore now begin to pull 
parts from the shelves in the Shipping 
Accumulation Area. As each part goes 
into a moveable truck, they check it off 
the Check List and Pull Sheet. The parts 
are now trucked to the inspection table. 
Here, Bill Crawford and Glynn Brock of 
(Continued on page 14) 



THEY always said personal-business 
planes would really "arrive" only when 
they proved to have sufficient utility for 
business firms to use them regularly as an 
accepted part of their transportation pro- 

Well, that day has arrived — in fact, it's 
been here for nearly three years, say Ryan 
executives who have made one of the most 
comprehensive surveys of executive plane 
usage ever conducted. 

Aircraft men are quick to admit that 
they, of all people, are constantly being 
surprised (and pleasantly) by the broad 

W. B. Hamilton, Mayor of Wichito Falls, 
Texas, uses his Ryan Navion to travel be- 
tween his famous "T-Bone" Ranches in 
Wichita Falls and Antonito, Colorado. When 
supplies are needed, his son John flies to 
Joroso, a small town lying holf in Colorado 
and half in New Mexico. There he taxies 
up the main street to the general store. 

John I. Easterly, head of the Watsonville, 
California architectural firm of Easterly, 
Ellenwood & Eosterly, learned to fly at 
63, now covers his business commitments 
exclusively by Ryon Navion. Since using 
his own plane, he has obtained business 
that was heretofore impossible to service. 
His son and partner, John Jr., olso flies. 

scope of practical uses business firms are 
finding for their Ryan Navion executive 
planes. Hardly a day goes by without 
some new, dramatic example of real util- 
ity being reported by plane owners. Yet, 
more important than these attention-get- 
ting, dramatic stories is the increasing 
acceptance of personal air travel by the 
hundreds of companies who consider use 
of their executive planes as "strictly rou- 

Actually, personal-business plane flying 
reached maturity — or at least "voting 
age" — late in 1946 with the introduction 
of the post-war, all-metal, four-place Na- 

Here, for the first time, was a plane 
with the speed, comfort, safety, carrying 
capacitv, ease of flving and ability to 
operate from improvised landing holds — 
in short, the utility — which made regular 
use of 3 business plane practical and 

And who are the men who now take 
advantage of this practical, profitable, 



" t; 

" .rC^JiiiJ-"***^ 



'%', ^'-v "■' 

»,. ^"■'-~ - " ■ " ■ .■ 



>l^ ^ 


From his Ryan Navion, George Yoxtheiiner, heavy contractor ond bituminous cool miner of Northumberland, 
Pa., makes o fast, flying inspection of his strip mining operations near Punxsutowney, Pa. in addi- 
tion to "trouble-shooting" trips to such locations, the plane is used for survey work and as on air 
truck to haul machinery ports and equipment. "My Navion is indispesnable," soys Yoxtheimer. "Time 
saved during equipment breakdowns alone would cover its expenses . . . my uses for it would fill o book." 

modern travel medium? Ryan officials 
describe the average Navion owner in 
these terms: He's a farmer, manufacturer, 
automobile dealer, oil man, contractor, 
cattle rancher or doctor in his early for- 
ties. He's not interested in flying as a 
sport; stunt flying and acrobatics are 
farthest from his mind. What he wants is 
a safe, easy-to-fly, reliable plane which 
will ""get him there" in a hurry, yet which 
is inherently designed to keep him out of 
the trouble one normally must expect 
from a faster travel medium. 

The typical Ryan Navion purchaser has 
had perhaps 2 50 hours of previous flying 
time, but found that his two-place 
airplane lacks the utility he needs. He is a 
leader in community affairs, is an aggres- 

sive young businessman who owns or has 
an interest in his firm, and whose income 
is in the $10,O00-$25,0OO per year 
bracket. And the fact that 8 5'^( of his 
flying time is logged on strictly business 
trips is the final confirmation of his Na- 
vion's usefulness. 

Because he has found the Ryan Navion 
exceptionally safe, ruggedly constructed 
and easy to fly, the owner finds no need 
for a professional pilot. If he doesn't fly 
himself, there is probably a war veteran 
in his organization who does, and can take 
on the business trip piloting in addition 
to his other assignments. 

Now, let's take a look at how these 
planes are being used. With his 15 5 mph 

Navion, the contractor supervises widely 
scattered construction jobs in a single day 
which formerly could have his on-the-job 
consultation only infrequently. Manufac- 
turers are speeding their salesmen and en- 
gineers on selling and service assignments. 
Oil drillers, supply houses and geologists 
cover states where they formerly covered 

Textile mills, machinery manufactur- 
ers, chemical firms, electrical supply 
houses, loggers and lumber mills, insur- 
ance companies, food processors, furniture 
companies, jewelers, salesmen, lawyers — 
a virtual cross-section of industry, busi- 
ness and the professions — make up the 
Ryan Navion executive plane's market. 
(Continued on page 12) 

The International Union of Operating Engineers, A. F. of L., uses its Ryan Navion extensively to in- 
crease the efficiency of representatives operating out of the Terre Haute, Indiana central office. O. B. 
Souci, an International Trustee, does most of the piloting, flying direct to job sites to negotiate 
labor disputes. Here he has just landed on a highway building job near Bloomington, Indiana to de- 
liver on operator for a Turneou Pull machine, who is badly needed in order to complete work in progress. 


PILOTS in the early days of flying used 
often to wish for a "skyhook," an 
imaginary hook which was supposed to 
reach down from the sky for latching 
onto in tight situations. The closest ap- 
proach to those skyhooks of legend are 
the new Piasecki helicopters shown on 
these pages, whose amazing performance 
can only call to mind their resemblance 
to that longed-for rescue device of an 
earlier time. 

These 'copters are the most unusual 
piston-engine aircraft for which Ryan de- 
signs and builds exhaust manifolds. Built 
by the Piasecki Helicopter Corporation of 
Morton, Pennsylvania, they are known 
officially as the HRP-1 and the HUP-1, 
and both are in use by the Navy, Coast 
Guard and Marines. A third type, the 
HRP-2, is still in the developmental stage. 

Along with the jet-propelled aircraft, 
the helicopter type of airplane has made 
rapid strides in both speed and perform- 
ance in the past five years. Once a thing 
of experimental design and unpredictable 
performance, the 'copter has blossomed 
into a useful arm of our military services 
for reconnaissance, rescue and communi- 
cation. The HRP-1, first twin-tandem 
rotor helicopter ever built, is known as 
the "Rescuer," for the useful missions it 
has performed during its Navy service. 

The HRP, as a rescue vehicle, is ca- 
pable of saving seven or eight men within 
ranges up to 300 miles. In an emergency 

HRP-1 "Rescuer" simulates mass 
rescue of sailors from life raft. 
'Copter carries 10 men 300 miles. 

it could pick up nine or ten men from a 
life raft, an ice ledge or out of the jungle. 

The "Rescuer" is powered by a Pratt & 
Whitney 600 h.p. engine and can take off 
vertically with more than a ton of useful 
load, accelerate to speeds of over 100 miles 
per hour and climb to high altitudes. It 
was designed to carry a crew of two men, 
plus eight passengers. 

The rotors at either end of the fuselage 
of this plane (prototype of which first 
flew in 1945) permit full utilization of 
the central portion of the fuselage for 
cargo or passengers. The large cabin area 
is on the center of gravity, allowing high 
overloads and making it possible to shift 

cargo while in flight without materially 
affecting the balance. 

An improved and modernized version 
of the HRP-1, known as the HRP-2, was 
ordered by the Navy in June of 1948. 
This newer development of the HRP-1 
has an all-metal body for greater struc- 
tural strength. 

For this improved helicopter which is 
still under construction, Ryan is current- 
ly building manifold exhausts as well as 
stainless steel shrouds. Because helicopter 
engines are necessarily inside the fuselage 
of the plane, some method must be used 
to protect the interior from excessive 
heat. This the metal shrouds do, in addi- 
tion to providing carburetor heat for the 

From specifications of the Piasecki Cor- 
poration, Rvan has developed a shroud 
after long and painstaking work. Stamp- 
ings for these metal exhaust coverings are 
difficult and have called for extremely 
close cooperation between the Engineering 
Department and Manifold Assembly. En- 
gineers Bob Williams and Frank Hughes 
have done most of the design and im- 
provements in close coordination with 
Bob Chase, Assistant Foreman, whose job 
it has been to work out any kinks in the 
shroud's design while it is on the jig tables. 

The third tvpe of helicopter built by 
Piasecki for which Ryan Aeronautical 
Companv furnishes manifolds and shrouds 
is the HUP-1. Specifications for this air- 
craft were issued by the Navy's Bureau 

of Aeronautics in 1945 and called for a 
general purpose, high performance 'copter 
whose mission would include ship-to- 
shore, shore-to-ship and ship-to-ship com- 
munication. In addition, it was to be 
capable of personnel transfer, air-sea res- 
cues, aerial observation and general utility 
service with the Fleet. 

Sleeker looking and faster than the 
HRP, the HUP has a fast rate of cUmb; 
better than 1600 feet per minute in for- 
ward flight and 1500 feet per minute in 
vertical ascents. At 75 percent power, the 
cruising speed of the HUP-1 is 114 miles 
per hour, and in trial speed runs at the 
Piasecki plant one of the streamlined 
'copters made calibrated runs at 131 miles 
per hour. This mark unofficially surpasses 
the present world's record of 124 mph for 
rotary wing aircraft held by the British 

The newer HUP looks more like an air- 
plane than a helicopter because of its 
clean fuselage and large vertical fin. It is 
compact enough, however, to go down the 
smallest carrier's elevator without folding 
the rotor blades and is able to go down a 
cruiser aircraft elevator with the blades 
folded. The spacious, usable cabin area of 
the HUP can comfortably carry five pas- 
sengers plus a crew of two and the un- 
usually large center of gravity range of 
the plane eliminates the usual helicopter 
balance problems, permitting passenger 
movement while in flight as well as the 
shifting of cargo loads while in hovering 
flight. For rescue work the new plane fea- 
tures a big, internal rescue hatch adjacent 
to the pilot's seat which is large enough 
to permit passage of a ladened litter. An 
hydraulically operated hoist is mounted 
above the hatch so that rescued personnel 
can be brought directly into the cabin 
while strapped to a litter. 

For a long time, pilots and builders of 
aircraft have speculated on the possibili- 
ties of looping a helicopter. Speculation is 
now at an end, for early in 1949 a test 
pilot at the Piasecki plant did just that. 
During test flights aimed at demonstrat- 
ing the HUP's ability to withstand high 
G forces, the pilot made several dive runs 
to get up to the required test figure. On 
the third dive he applied full controls 
which put the ship into a vertical posi- 
tion, nose up. To the awe of dozens of 
company officials and Navy inspectors 
watching the demonstration the pilot 
made the quick decision to continue on 
through the loop in order to recover the 
plane's balance. With this maneuver safe- 
ly accomplished the helicopter now seems 
ready for almost any kind of duty. 

Exhaust system shrouds which Ryan builds for Piasecki HRP-2 are checked by Tom 
McCarty (1.) of Inspection ond Bob Chose, Assistant Foreman of Manifold Assembly. 

Built-in crone hoists stretcher coses aboard HUP-1 for emergencies or con 
lower supplies to men on ground. This Navy plane has been clocked at 1 3 1 m.p.h. 



(Above) Drilling aluminum ribs of a C-97 cargo door. 

Like peering through the wrong end of a telescope is 
this view (upper left) of the fuselage "46 Sections." 

Resembling big metal wine casks, (left) five fuselages 
are lined up for final riveting before pressure test. 

Looking like metal clothespins, the Cleco fasteners 
the operator (below) is clipping to the cargo door 
frame hold oluminum skin of C-97 in place for rivets. 

photographs by Don Doerr 

^^^^^^^^^^^^^^^^^^^^^^■^^^^^^^^^■kl im^ 

,, . ■ ... A 

^ /=X-.i -V 


To an engineer the glittering sections of the Boeing C-97 
fuselage sections shown on these two pages represent stresses 
and strains, aerodynamics problems and other involved mathe- 
matical calculations. To the 300 workmen on the job they 
represent many manhours of riveting, testing, cutting, boring 
and drilling. To the future passenger aboard a Stratocruiser 
they represent a safe, quiet trip from San Francisco to Hono- 
lulu. But to Ryan Aeronautical Company's chief photographer, 
Don Doerr, thev presented an interesting opportunity for the 
camera artist to record unusual pattern shots and odd lighting 

On a recent tour through the Final Assembly building, 
where nine of these after sections are turned out each month, 
Doerr clicked his shutter to record aircraft production as a 
photographer sees it in progress. 

Completed fuselage (above) is hoisted aboard flat car 
for trip to final assembly at Boeing's Seattle plant. 

Man inside skeleton (left) of fuselage is "bucking" 
rivets which hold stringers to circular belt frames. 

Center ring of convex metal bulkhead is riveted (below) . 
This "door" maintains cabin pressure at high altitudes. 

Farmers and ranches have virtually 
eliminated serious "down time" losses on 
farm equipment by quickly obtaining re- 
pair parts. Too, flying farmers check irri- 
gation, crop condition, erosion, and other 
factors in large scale farm operation by 
quick daily aerial surveys. 

Take the Buerkle brothers of Bakers- 
field, California. They supervise five 
farms in widely separated sections of 
Southern California — some hundreds of 
miles apart — often visiting all of them in 
a single day. To complete the same in- 
spection by car would require several days 
of hard driving over mountain and desert 

Men like the Buerkles, who have the 
farmer's instinctive aptitude with ma- 
chines, insist that safety and rugged per- 

that is just as much at home on an un- 
improved strip alongside a drilling rig as 
on a metropolitan airport runway. 

Heavy industries, manufacturers and 
mining operators favor an airplane with a 
wide choice of passenger and cargo loads. 
Because it possesses such a wide choice, 
the Navion is coming into increasing use 
by companies in all parts of the world. 
It's a rugged, half-ton truck that hauls 
anything from a load of Caterpillar D-8 
parts to a sample refrigerator or crate of 
books. Though comfortable and luxurious 
enough to more than satisfy even the most 
discriminating passengers, this four-place 
plane is easily converted to a rugged, spa- 
cious flying truck or station wagon by the 
simple trick of removing the canopy or 
conveniently rolling it back. 

cial combination of desirable features. 
Hardly ever is this utility as a sales plane 
left unmentioned on a Navion owner's 

Navion owners in Canada, Central and 
South America, Asia and Africa were in- 
cluded in the Ryan survey. In many cases, 
these owners live in the only real avia- 
tion hinterlands left in the world. For 
this reason, they necessarily have to oper- 
ate aircraft that are easy to maintain, 
have long range (Navion's is up to 800 
miles with auxiliary gas tank) and excel- 
lent performance at high altitudes — such 
as those encountered in Mexico and Brazil 
— and over lower-than-sea level regions 
like those found in the Near East. When 
they get these features in an airplane they 
can and do use it for much the same 


The Ryan Navion at left, being loaded with a rush, 500-lb. shipment destined (or one of the Foundries Moterials Compony's Mid- 
western customers, helps this Coldwater, Michigan firm's President, Douglas J. Strong (in cabin), cover close to 100,000 miles a 
yeor, contacting customers and suppliers in twenty states. Before owning the plane, he traveled only 45,000 miles annuolly . . . 
More routine Navion cargo is the Northwest Hammond Studios' Spinet organ shown being lowered into place at right by Charles 
Newman, Northwest's Service Manoger. K. J. Bailey (left). President, besides flying organ deliveries, also uses the Navion 
to advertise, coll on customers and coordinate operations of the company's too offices in Great Falls, Montona and Spokane, Washington. 

formance be built into a plane — as they 
are in their Ryan Navion — instead of be- 
ing left to the varying skills of pilots. 

Chester A. Weseman, Austin, Minne- 
sota contractor, regularly travels by Na- 
vion between his Minnesota contracting 
operations, Texas citrus ranch and Nevada 
gold mine — 3000 miles — often within 
two or three days. Included among his 
plane's many usages are aerial inspections 
of citrus orchards, contacting construc- 
tion jobs and hauling heavy parts for gold 
mining machinery. 

In the petroleum industry, where the 
distances are great and operating condi- 
tions are generally of the toughest type, a 
plane has to have the ability to take hard 
knocks, rough landings and heavy flight 
schedules. An oil man must select a plane 

Real estate brokers, lumbermen, engi- 
neers, forestry officials, law enforcement 
officers and others who do extensive aerial 
survey work utilize airplanes which have 
as close to all-round visibility as possible. 
Such complete visibility means a better 
job done and assures extra safety in the 
air and on the ground. 

Experience is beginning to indicate that 
a personal-business plane with a well- 
selected combination of safety, speed, 
roominess, comfort and smart-styling 
may well prove to be the biggest boon to 
selling since the advent of the company 
automobile. Food companies, financial 
houses, automobile dealers, supply firms, 
merchants, publishers and manufacturers 
in increasing numbers are choosing the 
Navion because it embodies just this spe- 

unusual purposes which distinguish Na- 
vion usage in the U. S. 

Flying in Alaska above the Arctic Cir- 
cle, where the chief problem is keeping 
engines from over-cooling rather than 
over-heating, Robert Rice of Wien-Alaska 
Airlines uses a Navion to do everything 
under the Midnight Sun and a lot more 
besides. His dependable plane defies the 
worst kinds of weather and the most 
freezing temperatures to provide ambu- 
lance service between remote sections of 
the interior and Fairbanks; to carry ma- 
chinery, lumber, livestock, oxy-acetylene 
tanks, people or whatever else has to move 
in and out of the frigid North. 

These remarkable usage reports from 
Navion owners in every walk of life have 
(Continued on page 1 S ) 



SIX of us pilots, flying as many Navions 
helped save the wheat crops in Idaho's 
Fairfield Valley this Spring. The story of 
this operation again proves the remark- 
able utility of the modern personal plane, 
showing the unusual uses to which it can 
be adapted. 

When frost and freeze threatened to 
wipe out the season's entire output of 
wheat in this rich area, the Aircraft Serv- 
ice Co., Ryan Navion distributor at near- 
by Boise was called in to duplicate the 
Navions' feat of 1948. That year, eight 
times, the planes took off at dawn to per- 
form a close-to-ground "wheat dragging," 
which is a technique similar to the one 
used by crop dusters. We made repeated 
passes over the stands of grain, keeping 
about 30 feet off the ground. We flew at 
75 m.p.h. and with the Navion's large 
flaps lowered, so that they stirred up the 
chill morning air. 

Lloyd Baron, a Fairfield rancher, lost an 
$88,000 crop to the freeze in 1947. Look- 
ing for a way to save his '48 investment 
he borrowed a page from the California 
fruit grower's notebook and inaugurated 
this special use of the airplanes to stir 
up the chill air which lies low on the 
ground on May mornings. As owner of 
one of the largest wheat acreages in the 
Valley he first suggested to Les Randolph, 
Aircraft Service's manager, that planes 

be tried out to rescue the crops. Baron 
mentioned he had heard that California 
orchard men used powered wind machines 
on towers to keep the air moving and 
thought planes might accomplish the same 
thing flying low over flat farm land. Six 
other wheat ranchers in the 500-foot high 
Fairfield Valley supported Lloyd's plan. 

The experiment was made and the 
Navion fleet prevented frost and freeze 
from settling on the crops while the 
wheat was in its critical growing period. 
When cold strikes a mature field it can 
shrivel the grain to a dry, empty husk. 

The experience of Harry Geisler, anoth- 
er large Fairfield grower, suppHes this 
season's most striking demonstration of 
the effectiveness of "wheat dragging." An 
80-acre corner of Geisler's wheat tract 
was not covered by the Navions. This 
section froze. But a larger field which the 
planes worked over survived, even though 
the ground temperatures went as low as 
22 degrees Fahrenheit during the opera- 

Idaho weathermen are highly enthusi- 
astic over the results obtained in this 
unique method of frost damage preven- 
tion. They attribute the success of the 
Navions to their stirring up of the air 
over the wheat, thereby keeping moisture 
from condensing into frost. Earlier the- 
ories held that the low-flying planes actu- 

ally raised the temperature of the air 

Giving the air a good churning every 
ten minutes will prevent this type of crop 
damage, the weathermen explain, even 
when temperatures fall as low as 1 8 de- 
grees below freezing. Ten minutes is the 
time required in a dead calm for frost to 

The dollar-saving success of the wheat 
rescue job prompted Navion pilots to take 
a crack at another grower problem; rain 
spoilage of cherries. When a cherr)' nears 
maturity, rain frequently will fill the 
recession where the stem is attached. A 
raindrop will also hold to the bottom tip 
of the fruit. This causes the cherry to 
absorb water which can split its skin with 
the resultant spoilage and molding. 

To solve this problem the Navions were 
flown close to the trees immediately after 
each shower. Using about a three-quarter 
flap, they give the surrounding air a strong 
downwashed churning which knocks the 
raindrops off the cherries quickly and 

Fully aware that the airplane is a 
mighty useful piece of ranch equipment, 
due to the successful preventative flights 
of the last two seasons, Fairfield's wheat 
and fruit growers have come to look upon 
Aircraft Service Company's Navions as a 
first source of help in any emergency. 

tgtetmio^')^^*^. I ..:.ffimtt 

• **.^,^^^*^' 



lavion In 1 Pig's Eye 

Johnny Snider (in cabin, upper right), youthful Clinton, Oklahoma farmer, was 
set on showing his prize hog at the National Barrow Show in Austin, Minnesota, lost 
month. He wasn't going to let wheat planting stop him — or the pig — in making it 
there on time for the big event. 

Waiting until the last possible moment before leaving his groin fields, Johnny — 
with the help of Dove Johnson (standing on walkway, below), an executive of the 
Notional Flying Farmer Magazine — loaded his blue ribbon porker aboard Johnson's 
Novion, and the three of them took off for Austin. 

The hefty guest of honor took full advantage of the Navion's comfort and roomi- 
ness to relax aplenty during the flight North. You might say he rather "made a pig 
of himself" the way he took up most of the big back seat. 

After his restful ride, he reached Austin in top condition for the Show, being 
greeted upon arrival by Pete Holland (upper far left). Director of the National 
Barrow Show, and the smiling Mayor of Austin (for right) . 

Proud owner Snider is prominent in the Clinton chapter of the Future Farmers of 
America. His friend, newsman Johnson, flies his Novion extensively in connection 
with his duties with the Notionol Flying Farmers Association ond as editor and 
publisher of the Nowata Doily Star, Nowata, Oklahoma. 


(Continued from page 5 j 
Ryan's Inspection Department look for 
any bumps or flaws in the metal since the 
parts were last inspected in production 
and check them carefully before OK'ing 
the Check List form. They also make 
sure of a correct count before they turn 
the parts over for the final inspections 
by Air Force representatives and customer 
inspection personnel. 

After final inspections are completed 
the parts are crated in specially built 
boxes turned out in the company's Box 
Shop. The Packing List is placed inside, 
signed by the packer, and the cover nailed 
shut. The crate is now ready for Joe 
McCoy, the stenciler, who weighs it, sten- 
cils the correct address on the box and 
gives the Check List to the Bill of Lading 
Clerk, Millie Borscheim, who makes out 
the proper shipping instructions. 

The Pull Sheet the stock clerk used 
when taking parts off the shelves is also 
returned to the office and the running 
inventory of parts on the Inventory Con- 
trol Board is brought up to date so that 
Higgins and his people know how much 
they have on hand for future manifold 

Does the foregoing sound involved? It 
isn't. Actually the whole procedure works 
quite smoothly and enabled the depart- 
ment to set a 1949 shipment record in 
September with 220,000 pounds of mani- 
folds sent off by train, plane and truck to 
Ryan customers. 

Collector systems are not the only prod- 
ucts of the company which Department 
* 547 has to handle every day. Ryan Nav- 
ion spare parts leave for owners and 
dealers from the floor of Shipping, as do 
jigs and fixtures other airplane manu- 
facturers require from the factor)-. 

The huge Boeing fuselage sections, when 
completed in the Final Assembly building, 
are loaded aboard a truck, hauled to a 
waiting flat car and lowered gently bv 
crane onto the cradles waiting for them 
(See picture on Page 11). Covering each 
fuselage with yards of convas to protect 
it from the elements was formerlv a tedi- 
ous, four or five-hour job But Shipping 
came up with the work-shortening plan 
of having the crane droD the canvas, in- 
tricately folded, atop the fuselage after 
it was secured in its cradle. William Ew- 
ing. who suggested this method, now 
crawls to the top of the C-97 section and 
pulls the canvas folds apart. It falls into 
nlace over the rounded si-les of the fuse- 
lage and is quickly secured in place with 
ropes in a matter of only a few minutes. 

Another clever plan was worked out 
in this department recently, when it de- 
vised a returnable shipping crate, made 
(Continued on page /5) 


(Continued from page 14) 
of plywood, to protect General Electric 
jet tail cone assemblies en route to Dayton, 
Ohio, and the G. E. plant near there at 
Lockland. These boxes are built so care- 
fully and accurately they fit together like 
a Chinese puzzle and are used over and 
over at much less cost in time and mater- 
ials, providing much greater protection 
for the stainless steel cones which must 
arrive at G. E. in flawless condition. 

Most of the tremendous volume of 
metal products leaving Ryan Aeronautical 
Company each month is hauled by truck 
or goes aboard freight cars, but from 
time to time emergency parts or experi- 
mental collector sets must be rushed to 
other manufacturers by Railway Express 
or commercial air freight. Even these are 
sometimes too slow. In these cases one 
of the company's own Ryan Navion exec- 
utive planes comes in to the shipping pic- 
ture to make hurry-up deliveries right at 
the airfields bordering other aircraft fac- 

Current volume of production of mani- 
folds, Boeing fuselages and jet cones keeps 
the Shipping Department on the run to 
get out those crates on time. Good as the 
Shipping Department is in handling, 
wrapping and getting rush materials on 
their way, any requests for wrapping and 
mailing Christmas gift packages this win- 
ter will be met with a stern, "No." And 
you can see why. 


This unusual pattern shot of a rivet- 
ing operation ^vas made by Ryan Aero- 
nautical Company's Chief Photographer, 
Don Doerr. It is one of many his camera 
caught on a recent photographic tour 
he took of the Boeing Fuselage Assem- 
bly line at the plant. 

On pages 10 and 11 are other un- 
usual production pictures of the fuse- 
lage sections Ryan has under construc- 
tion for the Boeing "Stratocruisers" 
and "Stratofreighters." 

Fireball Started It; low F-M 

How does the engineering department of an aircroft company approach the design 
problem when they must house radar search equipment in the nose of a jet fighter 
where the air inlet duct usually goes? Engineers at Republic Aviation Corp. solved this 
problem on on F-84 Thunderjet experimental model by putting the inlet ducts flush 
with the side of the forward fuselage, ahead of the wing leading edge. This develop- 
(ment on one of the country's newest combat planes was first pioneered by the 
National Advisory Committee for Aeronautics and Ryan engineers and first used on 
the Ryan XFR-4 experimental Navy fighter which had its maiden flight in 1945. 

The installation of this type duct on a Republic F-84 is a result of the earlier 
studies and analyses made by NACA, which determined that side inlet ducts would 
give the desired flow characteristics and pressure recoveries and at the some time 
provide ample room for equipment in the nose section with a minimum change in both 
structural end aerodynamic features. 

One of the primary purposes of the earlier Ryan-NACA experiments with flush 
entry ducting was to provide a flying laboratory project to answer the problems posed 
under actual flight conditions. Before the development of the XFR-4 research plane, 
a conventional Ryan FR-1 Fireball fighter was converted at the Ames Aeronautical 
Laboratory to test the first flush entry system in a full-scale airplane in the NACA's 
wind tunnel. 

The side intake ducts built into the XFR-4 used a slightly different design than 
the Republic engineers have incorporated in the F-84. The XFR-4 Fireball, being a 
jet-plus-propeller job, did not use the Westinghouse J-34 jet engine in the aft 
fuselage section at all times during flight. For this reason duct entry doors hod to 
be installed in the streamlined intakes in a way which would eliminate the drag of 
air windmilling through the aft jet engine when it was not operating. The F-84 
experimental ducts ore less complicated than the XFR-4's, having no entry doors. 

The FR-1 Fireball, first jet-plus-propeller plane, of which the XFR-4 was a fur- 
ther development, had the intake ducts located in the leading edges of its wings. 
Like the modified F-84, the XFR-4'5 flush entries provided a smooth contour, with- 
out external scoops, on both sides of the lower forward section of the plane's fuselage. 

Eight flights hove been made to dote with this modified Republic F-84 and pilot 
reports ore highly satisfactory. There are no reported changes in stability characteris- 
tics. The rate of climb has been increased and other performance requirements hove 
proved equal to the regular F-84 model with nose type ducts. 

Boeing C 

'97 floor section is roll spotwelded by newly-acquired equipment, 
sheets are joined firmly by heat and pressure of wheel electrodes. 

WHERE it once took two men ap- 
proximately six and one-half hours 
to spotweld a large floor section for the 
Boeing C-97 fuselages, it now takes one 
man just two and one-half hours. This 
saving of ten to eleven work hours, not 
to mention the cutting down of fatigue 
and tendency to error in a precision oper- 
ation of this type, is all due to a newly 
installed piece of equipment in Ryan's 
Final Assembly Building. 

This machine is the roll spotwelder, 
obtained by the company for special work, 
and used to weld aluminum stringers to 
airplane skins as well as fabricate the 
Boeing floor sections. The roll spotwelder 
makes use of two wheels which act as the 
electrodes. A variable driving mechanism 
controls the wheel rotation and the alum- 
inum sheets can be welded either over- 
lapped or spaced. The material, before 
welding, is thoroughly cleaned in an alka- 
line bath to remove grease or foreign 
particles. It is then rinsed and etched to 
provide the proper surface condition be- 
fore it is welded. 

The current flow through the elec- 

Welding torch on heli-arc seamwelder moves along trolley to join ends of 
o J-47 jet toil cone part. Special Ryan-built jig holds parts in place. 

trodes heats the material and as it is 
squeezed together, a bond is formed be- 
tween the two aluminum sheets. 

The machine is electronically controlled 
for various weld spacings, and when in 
operation is capable of welding 90 spots 
per minute. 

Another time saver recently installed is 
the heli-arc seamwelder, in use in the Main 
Factory Building in the General Electric 
J-47 tail cone assembly area. It is shielded, 
inert arc-welding device which travels on 
a small trolley. The operator can adjust 
the arc spacing to meet specifications for 
the various parts he joins together. 

When the stainless exhaust chambers, 
tail cones and B-47 tailpipes are formed 
on a rolling machine they are then taken 
to the heli-arc seamwelder for joining the 
loose edges. A specially built fixture holds 
the parts in place, while the operator runs 
the electrode along the trolley to join the 
stainless ends firmly. The water-cooled 
torch, which is the basis of this welding 
process, provides a tube to conduct the 
gas used around the electrode, thereby 
shielding the weld spot from oxidation. 

The heli-arc seamwelder is a product of 
the Linde Air Products Company. The 
roll spotwelder was manufactured by the 
Federal Machine and ^"elder Company. 



(Continued from page 3 ) 
by Aerojet for the commercial market, 
but uses experience gained and principles 
developed under classified U. S. Navy 
Bureau of Aeronautics contracts, and so 
remains on the restricted list. However, 
"should this restriction be relaxed, we 
expect to make this rocket available to 
aircraft owners for commercial use," says 
Elmer E. Nelson, Aerojet Director of 
Sales, who has done most of the test 
work on his company's Jato Junior- 
equipped Navion. 

This rocket engine is currently under- 
going service tests by the Army Field 
Forces and Army Ordnance. Some of 
these tests will be conducted at the Aber- 
deen Proving Grounds and others on 
Army Ryan Navion L-17B liaison planes 
at Ft. Bragg, North Carolina. It is antici- 
pated by Aerojet engineers that upon 
completion of these service tests, con- 
siderable use for this rocket will be found 
by the Army Field Forces. 

Little larger than a big thermos bottle, 
and weighing 50 pounds because of its 
steel casing, the Jato Junior rocket motor 
is mounted on the under side of the Nav- 

ion fuselage beneath the cabin. Its 2 50 
pounds of thrust — adding a solid extra 
punch to the 205 horsepower of the 
plane's conventional Continental engine 
— results from the rapid burning of a 
solid fuel propellant. 

The Jato Junior rocket is fired as soon 
as the Navion's engine is developing full 
power and the plane has started down 
the runway. The rate of climb once the 
airplane is airborne is truly astonishing. 
There is no impact upon Jato ignition, 
and the pilot's only reaction is one of 
pleasure over the availability of so much 
additional power. 

The Ryan Navion which normally takes 
only 875 feet to climb over a 50-foot 
obstacle can, with the aid of Jato Junior, 
clear the same obstruction in only 300 
feet from its starting point. (With its 
new metal blade Hartzell propeller, the 
conventional Ryan Navion has take-off 
performance about lO'-'f better than that 
quoted above for normal operation.) 

In a recent demonstration a Jato Jun- 
ior-powered Navion was 184 feet in the 
air 600 feet from the point it started 
its take-off, while a sister plane using 
conventional power was just getting off 

the runway 5 00 feet from its starting 

The Jato Junior has been awarded 
C.A.A. rocket type certificate No. 250. 
It has one-fourth the thrust of its pre- 
decessor, the original Jato unit which 
played such a prominent role during 
World War II for the assisted take-off 
of all types of military aircraft. 

The Jato Junior is a self-contained unit, 
and its operation is independent of its 
surroundings since the propellant used 
contains its own oxygen, instead of de- 
pending on atmospheric oxygen to sus- 
tain fuel combustion. 

The thrust is developed by the ex- 
hausting of gases through the nozzle at 
high velocity. The action of the gases 
escaping exerts an equal and opposite re- 
active force upon the chamber in accord- 
ance with Newton's third law of motion. 
The gases are generated by the chemical 
decomposition (burning) of the propel- 
lant materials under pressure. These pro- 
pellants are ignited by an electrical igniter 
requiring only 6 volts. The operating 
chamber pressure ranges are from 8 50 
pounds per square inch to 16 50 pounds 
per square inch. 

Set- up in a completed unit as it will look when installed in Boeing B-50 engine nacelles, this collector system for the 
giant bomber is one of hundreds which Ryan Aeronautical Compony has built to date. William Kupilik, Assistant Weld- 
ing Foreman, points to one of the smaller hangers which are used to attoch this exhaust system to the Pratt & Whitney engines. 


Ulith men lUho Sell ilauions 


EYE TO THE JACKPOT. Harry Combs and Lew Hoyden of Mountain States 
Aviation have been racing other Ryan Navion distributors for the fop sales total 
during the fall period. The smooth-working pair really hit the jackpot in mid- 
September when they sold three '49 Ryan Navions in a single day. News of 
their achievement reached the factory in the form of a check covering the 
triple purchase. Such dramatic selling success assured them a position among 
the top three distributors for the period, 

PILOT'S POTPOURRI. News items picked up around the factory 
. . . "Sime" Bertolet, prexy of Aviation Consultants, Inc., paid his 
first San Diego visit this year during the closing days of August. 
The lovely Mrs. Bertolet made the trip with her husband. . . . Pete 
Graves, sales boss for Southern Ohio Aviotion, included an oppear- 
ance before the Ryan Management Club among his activities 
while taking delivery on a '49er. . . . Bill Bloke and Bob Norswing, 
top execs from Washington Aircraft Cr Transport and Rankin Avia- 
tion Industries, respectively, Pacific Northwest distributors, fig- 
ured in the big coincidence of the year when they made simul- 
taneous pick-ups of new planes. . . . John B. Rudy, Southern 
California direct-factory dealer in Glendale, called in company with Mr. and Mrs. 
Jocobson, recent purchasers of his Italian Cream demonstrator. . . . W. P. "Doc" 
Sloan, Assistant to Navion sales chief Earl Prudden, is in the home stretch of a 
cross-country tour among Ryan Navion distributors and military bases which has 
kept him on the wing for six weeks. . . . Looking for a sure-fire way to add revenue 
and gain high-grade publicity for the Ryan Navion and your company? Toke a tip 
from St. Louis Flying Service's contract for flying personnel of the United Press and 
Acme News Service during disaster emergencies. 

Vice President Earl Prudden to Cleveland over Labor Day weekend. While there, 
EDP represented the Ryan Aeronautical Company at the Notionol Air Races. 
Rounding out his ten-day trip were homeward bound visits with four Ryan 
Navion distributors, Southern Ohio Aviation, Van's Air Service, Toth Aircraft 
and Accessories and Mountain States Aviation. "All the distributors I talked 
with reported improved market conditions and good sales prospects for the 
autumn months," was the factory executive's comment upon arrival in San 

ceremony attended by several leading cabinet members of the Uruguayan Govern- 
ment, Miller, Medeiros & Bostos, distributors in Montevideo, delivered two new Ryan 
Navions to the Sanitad Militar, national public health agency last month. Bearing 
double-stretcher installations, the two planes will be used as air ambulances. News 
of the big event was carried to the Spanish-speaking countries of South America by 
ACCION, EL DIARIO, EL DIA and EL PLATA, important doily newspapers of Uru- 
guay. M M & B presently is negotiating with the Government for purchase of five 
more '49 models. 

HOUSTON, TEXAS, BASEBALL FANS tuning in home games 
of the Texas League "Buffaloes" ore well-acquainted with 
the safe and practical Ryan Navion. Cliff Hyde Flying Ser- 
vice, dealer in Houston, has sponsored a series of game- 
time spot announcements over radio station KATL pointing 
out the merits of the Navion and explaining the easy ways 
it can be purchased through their organization. Says the 
KATL announcer, "Buy on time payment, or ask about a 
lease agreement. It's Navion for fast, inexpensive, safe 
travel. See it, fly it at the Cliff Hyde Flying Service." 


SEPTEMBER DELIVERIES WERE SPARKED by rapid-fire factory pick-ups of new 
Ryan Navions by representatives of General Aeronautics, Page Aviation and Northern 

Air Service. The boys were taking away beautiful '49 models so fast the Customer 
Service Department was kept on a steady jump with final washing and vacuuming 
of the new planes. 

provided the biggest publicity score in the three years of the plane's history. 
Illustrating the remarkable wheat crop-saving feat of six pilots of the Aircraft 
Service Company in as many Navions, these pictures hove appeared in maga- 
zines and newspapers across the country, and will likely be seen in more first- 
order notional publications during October. Glenn Higby and Howard Jeppson, 
pilots for ASCO, are personally responsible for executing this excellent piece of 
Navion promotion that has reader appeal of the broadest nature. Howard's own 
story is on page 5 of this issue. 

Million Dollar Increase 
Awarded on XQ-2 Target 

A new million dollar Air Force con- 
tract has been awarded Ryan Aeronauti- 
cal Company to continue the development 
and fabrication of an additional quantity 
of Ryan XQ-2 remotely controlled, jet- 
powered, aerial target planes. 

The original contract for the Ryan 
robot planes, signed more than a year 
ago, was for approximately two million 

The design and fabrication of the first 
experimental quantity has progressed sat- 
isfactorily, and delivery schedules have 
been established to permit flight testing 
and evaluation by the Air Force. The Air 
Force is charged with the technical re- 
sponsibility for the development of the 

The high speed, radio-controlled target 
craft will be used for combat plane inter- 
ception problems and for anti-aircraft 
and aerial gunnery training by the Air 
Force, Navy and Army. 

The first production units are now 
being assembled at Ryan's San Diego plant 
and work on a second group of the pilot- 
less aircraft is being started immediately, 
company officials said. The first prelimi- 
nary evaluation of the XQ-2 was com- 
pleted a few weeks ago by a joint Air 
Force-Navy-Army technical board headed 
by Col. H. J. Sands, Jr., Chief of the 
guided missiles section of the Air Materiel 

No information is available as to the 
number of robot planes scheduled to be 
built, nor have other than very general 
technical details of the XQ-2 been re- 

Since the XQ-2 is to be used in target 
work with latest combat planes, it is 
reported to be capable of performance 
approximating that of modern jet fighter 
aircraft. Powered by a jet engine, the 
robot aerial target is designed for high 
speeds and remote control operation. It is 
less than one-half the size of a standard 
jet fighter plane. 

The original development contract for 
the XQ-2 was awarded the Ryan Aero- 
nautical Company as a result of a design 
competition with other aircraft manu- 


(Continued from page 12) 
convinced Ryan officials that personal- 
business planes, with such flexibility, safe- 
ty and rugged construction as has been 
incorporated in the Navion, have real 
utility — the utility which is the pre- 
requisite for substantial increase in the 
ownership of private aircraft. 


(Continued from page 1 ) 
Army Air Field, Massachusetts by way of 
the Azores. His destination was the head- 
quarters of the U. S. Air Force in Europe 
at Wiesbaden, an hour's ride from Frank- 

Work started immediately with Air 
Force orders to Headquarters, First Air- 
lift Task Force, Maintenance Section. 
Frenchy's assignment was as a "Technical 
Representative" under a joint Air Force- 
Ryan service project, and his job was to 
tour the four bases in Germany, plus the 
repair base at Burtonwood, England, 
where Douglas C-54s received their 200- 
hour inspection. It might be explained, 
for those who haven't kept up on the 
types of planes which flew the Airlift 
during its two years of unparalleled oper- 
ation, that during the last year of the lift, 
Douglas Aircraft Company's four-engine 
transports were the most widely used 
planes to carry the food and coal which 
licked the Russian blockade. Other planes, 
for which Ryan builds manifolds, like the 
Boeing C-97 and Douglas C-74 were serv- 
ice tested on the Airlift but not kept in 
constant day and night operation. The 
C-82 Fairchild Packet also saw service 
hauling bulky cargo which couldn't be 
handled as easily by the C-54s. 

Colonel Luke Harris and Major Jules 
Prevost, heads of the maintenance section 
of Airlift Task Force briefed Foushee on 
his mission and assigned Captain John 
Autry as his guide and mentor for the 
trip around Bizonia, the name for the 
two-zone American and British sectors. 

From Wiesbaden, after he inspected 
manifold service facilities there, he flew 
to Rhein Main, near Frankfurt. In the 
British Zone he stopped for several days 
in both Celle and Fassberg. From Wies- 
baden, he was flown through the Airlift 
Corridor into Berlin and Templehof Air 
Field to inspect facilities there. 

Berlin was the most interesting stop 
during his tour around Germany, Frenchy 
thinks. Despite not being able to eat in 
any German-owned restaurants or clubs 
or have a drink in any of the German 
night clubs, due to currency restrictions 
and new laws putting these places off 
limits for American occupation forces, 
he did get around the city to see the sights 
during the two short trips he made into 
the capital. 

One afternoon, in company with an Air 
Force officer and a Pratt and Whitney 
service representative, he strolled through 
the Russian Zone and took a very good 
picture of the Communist headquarters 
building. "No one stopped us," Frenchy 
says, "or even asked to look at our passes. 
The people on the other side of the 'cur- 
(Conthmed on page 20) 

lUe Fly Hauions 

"WHATEVER HAPPENED TO THE FIRST NAVrON?" Best answer is supplied by the 
Radioplane Company, Van Nuys, California, present owners of N91100 — the first 
Navion built and first really "postwar" personal airplane. Because of a slick maroon 
paint job and the many accessories added to it, you wouldn't recognize 91 1 00 today as 
the plane which inaugurated Navion production. Alex Callam, pilot-engineer for Radio- 
plane, advises that the veteran four-placer is used as an executive transport during 
frequent trips to Air Force, Army and Navy test centers where the Company's equip- 
ment is used in connection with catapult, drone and missile activities. 300 to 400 
pounds of cargo ore carried on many of its flights. 

MERRY-GO-ROUND NAVION. Art B. Thomas, Lennox, 
South Dakota carnival operator, hasn't replaced the tradi- 
tional horses with airplanes yet, but his friends soy any- 
thing's liable to happen since he's become the enthusiastic 
owner of a Ryan Navion. Currently completing this season's 
final tour of the South Dakota fair circuit, Art will soon turn 
his plane's nose toward Long Beach, California, where he 
and his wife, Carrie, spend their vacations. 16-year-old son, 
Gary, is flying West with them this November to take his 

private pilot's instruction so that he can spell mom and dad at the controls 

next spring. 

THE VERMONT AERONAUTICS COMMISSION is using its Navion to acquaint the 
citizens of Vermont and neighboring New England areas with benefits of business 
flying. One of the State's most interested aviation people is the Governor himself, who 
choses the Navion whenever he has to travel with dispatch on State business. Mr. F. 
Knapp, Commission head, shares the Navion's piloting with his number-one inspector. 

PARAGUAY PLEASED. Prominent among Ryan Navions doing heavy duty 
abroad are those flown over mountainous Paraguay in the heart of South Amer- 
ica. Paul H. Cox, Manager of Comerclal e Inmobillaria Paraguayo-Argentina, 

in the capital city of Asuncion, passes on his organization's experience: "Vv'e 
are extremely pleased with the Ryan Navion, and could not wish for a better 
plane. It has stood up excellently to very hard work, fully proving our confidence 
in it." 

FRANK TRAGER, CHILLICOTHE, MISSOURI, does a beautiful job of piloting his 
'49 Ryan Navion. Which, of course, isn't news . . . until you realize Frank's prob- 
ably the only one-armed Navion owner in the country. Flying with special CAA 
approval and utilizing a neat spoke-like accessory attached to his plane's control 
wheel, he finds piloting is as easy as pie, and considers the Ryan Navion an excellent 
plane for anyone who particularly wonts a safe, simple-to-fly airplane that has speed. 

FLIES FOR FOUNDRY. Robert L. Bough is General Super- 
intendent of the Illinois Foundry Company. He's also pilot 
of the firm's '49 Ryan Navion which is used extensively for 
visiting customers, and as o fast transport for the Foundry's 
other executives. The big plane also receives the call during 
emergencies. With o Company policy of "help the customer 
every way you can," Bough reports the Navion is providing 
new means to do so never before at hand. 

S. C, employ a Ryan Navion as a contractor's tool with multiple applications. Partner 
H. C. Helgerson flies to job sites for inspections and supervision of repairs on cranes 
and other equipment. At field locations where regular visits must be mode, landing 
strips are knocked out of the rough by a bulldozer. H. B. McKoy, the other half of 
the firm's management, is able to visit projects that, before the Navion was used, 
were too for from the main office to receive his attention. 

FROM FAR OFF SOUTH AFRICA R. W. Rumble, civil engineer and housing 
contractor, voices enthusiastic approval of his new Ryan Navion. He writes to 
the Ryan Sales Department from Pretoria: "We like the Navion's good visibility 
and sensitive controls. Its flaps ore tops. Navion stable flight characteristics 
make cloud flying and blind approaches simple matters. The tricycle under- 
carriage is a blessing on narrow cross-wind runways and simplifies taxiing. 
And all of our passengers hove been highly pleased with the space and com- 
fort of the seats." 

CHICKENS THAT STILL HAVE WINGS. While the nation's press hails the world's 
first eorthbound wingless chicken, the Stone Poultry and Breeding Form in Dinubo, 
California, is seeing to it that their White Leghorns and Rock Homp Cross fly higher 
and earlier than ever before. When just one day old, their chicks take to the air — 
as passengers snugly loaded 1 00 to a cardboard carton aboard the company's Navion. 
California poultrymen say that Stone-flown chicks orrive quicker and in better con- 
dition than railway-transported ones ever did. 


(Continncd from page 19) 
tain' hadn't the well-fed look most of the 
Germans in the Allied Zones have about 

The Air Force billeted Foushee in hotels 
under Occupation Forces' control but in 
the small towns like Celle and Fassberg, 
he slept and ate at the Bachelor Officers 
Quarters for Air Force and Army per- 

At the conclusion of his three-week 
tour of the Airlift bases, Frenchy returned 
to Wiesbaden and composed his report 
on all service facilities inspected and 
turned it in to the Maintenance Division 
under the Commanding General of the 
First Airlift Task Force. 

The problem confronting the airlift 
mechanics, according to this report, was 
the tremendous turnover of personnel 
which hindered instruction of mainte- 
nance crews. Air Force G.I.s who had 
mastered the welding techniques or in- 
stallation procedure necessary to good 
manifold service were being changed 
around, or ordered back to the states, 
leaving gaps in the shops which were 
filled by others less qualified to make 
maintenance repairs. "They did a terrific 
job," according to Foushee, "under these 
adverse conditions. And the manifolds 
themselves held up during the steady flight 
schedules remarkably well." 

Three days of his tour of the Airlift 
bases included a trip to Burtonwood, 
England, near Liverpool. At this huge 
base, 200-hour checks of the C-54s were 
made. The planes were flown from Ger- 
many to England, where repair facilities 
are better, and gone over to catch any 
structural breakdowns resulting from 
their grueling service. Despite Burton- 
wood's proximity to London, Frenchy 
didn't get to make a side trip to the 
English capital. Currency regulations, 
food ration cards, and all the other haz- 
ards of modern European travel just didn't 
seem worth the effort, he claims, so he 
spent the three days at the air field, eating 
bad, English food. 

The C-54 service inspections wound 
up the third week of July and the follow- 
ing week Frenchy stepped temporarily out 
of his Manifold Service role into that of 
Airplane Service "expert" to check the 
Ryan Navion L-17B liaison plane assembly 
depot at Erding, the USAFE Air Depot 
near Munich. Here 3 8 of the Navions the 
Army purchased earlier this year from 
Ryan were assembled for reconnaissance 
and personnel transport use in Europe. All 
except five of the 38 Navions were flying 
when Frenchy visited the depot and are 
in use throughout the American sector of 
Germany at Bad Tolz, Grafenwohr, Stutt- 

gart and Heidelberg. There are also two 
with the Army Ground Forces in Vienna 
and two in Trieste. 

Factory assembly information which 
Foushee provided during his week's stay 
at Erding has helped to smooth out some 
of the problems the crews faced in get- 
ting the L-17Bs in top operating form. 

Following the trip to Erding, Foushee 
spent his last two weeks abroad making 
calls on foreign airlines who fly Ryan- 
manifold-equipped planes, and incident- 
ally taking a quick Cook's Tour through 
some of Europe's capitals. 

Brussels was his first call. There Sabena 
Air Line has its headquarters. They fly 
DC-6s, Convair 240s, DC-4s and DC-3s, 
all with Ryan manifolds. There were no 
service or repair problems at their shops, 
for the Sabena people make all the spare 
parts and replacements for their exhaust 
systems by hand. The great dollar shortage 
in Belgium, as elsewhere, makes it cheaper 
for them to build from Ryan designs than 
to import new parts as replacements. 
Frenchy 's day and a half in Brussels in- 
cluded some sightseeing and led to the 
observation that the Belgians seemed to 
have more consumer goods available than 
other nations. The food was good, too, 
and plentiful. As in other cities he visited, 
Frenchy found currency restrictions a 
menace. He was constantly having to 
count the money in his pocket every time 
he crossed a border so as not to get stuck 
with lower exchange rates when convert- 
ing from francs, to pounds, to marks, and 
back again into American dollars. 

Paris was the next stop for Frenchy, 
(his French, which his father taught him 
was not quite up to the slangy, Parisian 
speech he encountered. "They have dif- 
ferent words than I was taught for almost 
everything. It's part French, part Bel- 

VOL. 10 OCT. 21, 1949 


Piihlhbcd By 

Ryan Aeronautical Company 

Lindbergh Field 

San Diego 12, California 

Richard Timmis, editor 

Frances L. Kohl, art and production cdito 

Robert F. Smith, Navion news editor 

Don Doerr, chief photographer 

William Wagner, editorial director 

gian, part German and part something 
they've made up since my family lived 
in France.") Rene Delbos, Ryan Navion 
European distributor, was his host on a 
sightseeing trip. He stayed at the Cali- 
fornia Hotel, out of nostalgia, no doubt, 
and found eating in the small bistros a 
lot cheaper than trying to make a dollar 
buy anything but beans in the more 
widely advertised tourist spots. Even 
lunch at the hotel cost $5 American, and 
"why anyone would want to tour France 
at those prices is beyond me," Frenchy 

After Paris came a two-day stay in 
Zurich. Swissair in that city maintain 
repair shops for DC-4s and Convair 240s 
which they operate. The Swissair people 
were very well pleased with the perform- 
ance of Ryan manifolds and seemed to 
have no problems. They were avid to learn 
about the latest factorj'-approved main- 
tenance procedures so as to be able to 
apply them to their own set-up. Amster- 
dam and a call on the KLM, the Royal 
Dutch Air Line, people was another two- 
day stop for Foushee. The Dutch, he 
says, have the most efficient facilities and 
the best shops maintained by any of the 
European airlines he visited. 

"They tend to follow American ideas 
of how a shop should be maintained and 
their equipment is excellent," Frenchy 
says. "They are extremely interested, too, 
in learning all they could about Ryan's 
maintenance and overhaul procedure." His 
job was to give them the information they 
wanted, information which will keep the 
sturdily-built collector systems perform- 
ing long, trouble-free hours. 

Amsterdam was the last European cap- 
ital Frenchy stayed in before returning to 
Wiesbaden to await his return orders to 
the States. By the time he had returned 
to Germany the Airlift was at an end, 
but the valuable service recommendations 
made as a result of Frenchy 's six-week 
trip, will find use in future Air Force op- 
erations with large cargo-carrying trans- 

A two-day wait in Wiesbaden was fol- 
lowed by Foushee's return to his first stop 
in Germany, Frankfurt. From here, on 
August 12, he flew to Paris, then to the 
Azores and Newfoundland, and back once 
more to American soil at Westover. The 
trip over and back were by Air Force 
C-121 Constellations. 

Yes, Frenchv got to Paris, and a lot of 
other cities, too. But to the second ques- 
tion invariably asked him on his return, 
his answer is, "Not for a long time to 
come. Travel isn't very good and it isn't 
as glamorous as people back in the U. S. 
are led to believe." 

The second question he is asked is, 
"Would you like to go back again and 
spend more time?" 



The Bcllmjini Arehji 

P VERYONE was singing George M. 
■" Cohan's hit, "Over There." Elsie 
Janis was telling the public to "Smile, 
Smile, Smile." Beautiful movie stars and 
debutantes were grabbing young men on 
the streets of New York and Hollywood 
and kissing them rapturously five minutes 
after the young men had "signed up." 
America was in the biggest thing it had 
ever tackled. The country was out to 
"Crush the Hun" and to protect Amer- 
ican womanhood from a fate worse than 
death. Needless to say, the year was 1917 
and the U.S.A. was finally in the "War to 
End All Wars." 

In Southern California one young man, 
driver of a laundry truck, marched down 
to apply for an appointment as a flying 
cadet in the rapidly expanding Army Air 
Corps. Like thousands of other young men 
he was in good health, passed the written 
examinations, looked like good pilot ma- 
terial but was, unfortunately, too young. 
The young man then applied for a waiver 
on age to the War Department. It was 
not waived and he was back on that laun- 
dry truck, instead of flashing through the 
air over France. 

But the coolness with which the War 
Department met his patriotic ardor did 
not deter him. If he couldn't get into fly- 
ing as a war pilot there were other ways 
and means. He had some money saved up 
from hauling all that wet wash. After 
much discussion of the advantages of an 
aviation career, parental consent was fi- 
nally forthcoming. The young man was 
allowed to take a course at a civilian 
school, located in Venice, California. 

The fee was 500 hard-earned green- 
backs. The school promised, in exchange 

for the $500 in hard cash to give the boy 
400 minutes of instruction. Instruction at 
$1.25 per minute may seem excessively 
costly, even by 1949's inflationary stand- 
ards, but the youth burned to learn and 
signed on the dotted line. 

Imagine his chagrin when he had his 
first look at the planes in which he was 
to train. One was a Curtiss pusher bi- 
plane and the other was a tractor biplane 
of ancient vintage, manufacturer un- 

Not only were the planes unsteady, but 
the school, too, was financially unstable. 
As if this were not enough to have any- 
one screaming for his money back, two 
days after the young man and eleven 
other aspirants to a flying career signed 
up as students, the pusher plane cracked 
up and the boys learned that the tractor 
plane could hardly get off the ground. 
Instead it was used to teach them how to 
taxi, and each of the precious $1.2 5- 
minutes spent taxiing were charged up to 
"flying" time. Instruction consisted most- 
ly of time-worn lectures delivered to the 
"students" who sat around on the ground 
dreaming of a chance to get into the air. 

But all was not lost. After weary 
months of doing nothing either on the 
ground or in the air, the twelve pilots- 
to-be got a break. A young aviator who 
had received instruction in a more repu- 
table school dropped by the Venice estab- 
lishment and agreed to take over as in- 
structor. Things looked up for our young 

One morning the new instructor, whose 
name was Al Wilson — a name later to 
become famous in aviation circles — told 
the subject of this story to "get in that 
tractor biplane and taxi the ship across 

the field fast enough to get your tail up, 
but don't let it get off the ground." What 
fledgling pilot could follow those instruc- 
tions to the letter, especially when he'd 
plunked down his hard-earned money and 
was burning to get just one chance at 
taking a plane off the ground? 

You've guessed the outcome. He 
jumped in the plane and opened the throt- 
tle wide. Before Wilson could yell a 
warning or any advice the young man 
had the plane off the ground and into 
the air. It was great! His first solo flight! 
Only one thing bothered him. How was 
he going to land this thing alone? 

He did the best he could. Remembering 
how Wilson had cut the gun, stuck the 
nose down and then leveled out as the 
plane neared the ground, the youth tried 
to emulate him. But he didn't level out 
quite soon enough. 

Along with the breakage of the pro- 
peller came the total collapse of the flight 
school. Its one flyable plane more or less 
a wreck, the school just quietly folded. 
History has not recorded what happened 
to the other eleven erstwhile students. It 
has recorded that the eager young man 
went on to learn to fly in the Army, 
started his own business in 1922 and by 
way of interest in bettering pilot training 
methods established a flight school with 
far better equipment and instruction than 
he himself had for his first commercial 
flight training. 

The name of that later day flight school 
was the "Ryan School of Aeronautics," 
named for its founder T. Claude Ryan 
who got into aviation the hard way: l?y 
hiiilding step by step from that crack-up 
32 years ago on his first solo flight. 


Return Postage Guaranteed 




sec h 

as remo 

vcd, and new 

address is know 

0, n 



on Forn 

1 3M7, postage 

for which is gu 



Sec. 34.66, P. L. & R. 


San Diego, California 
Permit No. 437 


ugh, .040 Alclad cabin enclosure 

Sturdy internol rib and spar-like 
sJringer structure with stressed skin 

IT'S REALLY AS SIMPLE AS THIS: Ninioii is designed 10 be a sale, easy- 
to-fly plane. Within this fundamental premise, all other features are 
developed to the highest point possible. Navion is big and fast. It is 
rugged as a mule, and as hard-working. Aerodynamically and struc- 

turally It IS designed, and is built, to take heavy-duty punishment. But 
above all, the Ryan Navion is safe . . . and it is easy to fly. That's why 
it's first choice with non-professionals who fly for fun and profit. And, 
here's what makes it that wav . . . 

HUSKY, 205 h.p. engine features dual fuel 
system for dependability. . .delivers up to 
155 m. p. h. cruising. Fully loaded, initial 
rate of climb is 900 ft. per minute. 

SELECTIVE SETTING, high -lift flaps enable 
Narion to land at only 54 m.p.h. Only 875 ft. 
needed to clear a 50-ft. obstacle, either on 
take-off or landing ... fully loaded, no wind. 

NAVION GIVES YOU new VHF radio trans- 
mitter. Standard instruments now include 
manifold pressure, dampened fuel, outside 
temperature gauges, rate of climb indicator. 

HERE'S THE FAMOUS Navion wing with its 
anti-stall design. For extra safety, full ailer- 
on control is yours even below stalling speed. 
Note full (43°) flap deflection. 

THESE HEAVYWEIGHTS will take a beating! 
Big, steerable nosewheel is heavier than most 
"main" gears. Oversize tires; deep-stroke 
shocks for safe, easy rough-field landings. 

EXCLUSIVE rudder- aileron control linkage 
makes Navion so eas\ to fly. You get "two- 
control" after take-off. yet you ha\e rudder 
when you want it. Write for FREE booklet. 



• "All-Round" Sound Insulation and Muffler 

• Soft-Cushioned 43-in. Rear Seat 

• Front Seals Adjust Individually 

• New Healing-Ventilating System 

• Limousine-Type Center Arm Rest 

• In-Flighl Access lo Luggage 

• Easy-Enlrance Roll-Back Canopy 

^i * 

♦ s VOL. K* NO. 9 



EVERYONE knows that metal can be 
stretched. The softest gold to the 
hardest stainless steel alloys can be 
pounded or heated into innumerable 
shapes. This ability of metals to be formed 
into desired patterns is the basis of 
modern, heavy industry. 

The stronger the metal the more dif- 
ficult the forming process, which is the 
case with the newer steel alloys like 18-8 
and 19-9 DL "Uniloy," of which Ryan 
exhaust manifolds are fabricated. Innu- 
merable manufacturing operations are re- 
quired in drawing the metal into the shape 
it must hold around the reciprocating 
engines whose waste gases it dispels. 

Pieces of flat, stainless steel sheet des- 
tined to end up in a strong semi-circle as 
one-half of an exhaust section, must first 
be pounded in the drop hammers. The 

first drop of the hammer which rams the 
steel down into the Kirksite die cannot be 
too deep, for internal stresses are set up 
which might crack the steel. To remove 
the stresses after the first pounding with 
the hammers the piece of steel must be 
heated or "normalized" in one of the large, 
gas-fired furnaces in the Ryan Factory. 
The ovens are set for 1980 for the 18-8 
alloys, but for the 19-9 DL a setting of 
1800' is required. Before this heating up 
for stress relief the parts must first be 
de-greased since they have become some- 
what oily during the drop hammer opera- 
tion. The pieces are stowed in metal cages 
and submerged in a de-greasing tank. Fol- 
lowing this they are dipped in a de-zinc- 
ing bath of 30 per cent nitric acid which 
cleans off any particles of zinc which may 
have adhered to the metal from the Kirk- 
site and lead dies. 

After approximately 10 minutes at cor- 
rect temperature in the normalizing ovens 
the parts are rolled out by one of the oper- 
ators and allowed to cool down before 
being re-hit in the drop hammers to draw 
them down even more into the dies. 

Following this second "stretch" the 
manifold sections have the edges trimmed 
of excess material and the parts go to the 
planishing shed where any wrinkles are 
ironed out. More dips for the metal in th« 
de-greasing and de-zincing baths and they 
are once more heated to relieve internal 

Unfortunately the high temperatures 
and the chemistry of the metals conspire 
to leave a certain amount of scale on the 
pieces of exhaust stacks and this must be 
removed before the parts can be stretched 
again in the hammers. 

This operation is where the new caustic 
salt and acid pickUng baths Ryan has 
recently grouped into one location out- 
side the main factory building come into 
use. Formerly only a pickling bath was 
used, but at that time most of the parts 
were made of 18-8. Now that practically 
75 per cent of Ryan's manifolds are made 
from the stronger 19-9 Uniloy, a different 
process for removing scale had to be 

The 19-9 resists chemical pickling re- 
markably well but weld seams along the 
edges of the parts after they are joined 
together to form a complete exhaust sec- 
tion are less resistant to conventional 
pickling acids. One way to knock off the 
scale was to sandblast the parts several 
times. This was an expensive and long 
drawn out operation. To eliminate this 
time-consuming, cost-consuming process 
and still deliver the stainless manifold 
sections to Ryan customers undamaged by 
the de-scaling process, Ryan's chief chem- 
ical research engineer, B. W. Floersch, 
experimented with various other methods 
of cleaning the scale from the 19-9 DL 
without altering or weakening the metal's 


His "solution" was a molten caustic salt 
bath, for dipping the stainless parts into 
before thev were pickled in the acid tanks. 
It has worked so well, with both the 18-8 
and 19-9 that only one sandblasting oper- 
ation is now necessary as a final clean-up 
before shipping, and the tensile strength 
of the metal remains as strong as ever. 

A large metal cage holds the parts to 
be bathed in the salt and acid solutions 
and an overhead crane lifts them from the 
floor of the pickling shed up and over into 
the salt. They are next Hfted up and 
plunged into a plain water tank to be 
quenched. This cleans off most of the salt 
and is followed by the acid bath which 
neutralizes any of the caustic which might 
still be adhering to the metal. Then the 
pieces go to the hydrofluoric-nitric acid 
solution for a 5 to 20-minute immersion 
before they are pressure sprayed with 
water to clean off any of the loose scale 
resulting from the pickling process. 

Once more the dull-gleaming parts are 

wheeled back to the drop hammers for a 

third round of pounding which gives them 

yet a deeper draw down into the dies. The 

(Continued on page 17) 

Alfred Napolske and L. T. Bissette pressure spray the stainless monifold sec- 
tions after parts leave the acid tanks. fHosing removes loose scale from metal. 

Highway Patrolman Dillard, Ryan Navion Dealer Robert Ragsdale, radioman Jim Boutwell, and Texas 
Department of Public Safety Director Col. Homer Garrison stand beside the efficient, up-to-date com- 
bination of plane, car and walkle tolkie lot Boutwell's feet) thot stopped the jail breakers. 


Liza tvotildn't have gotten as far 

as the river if she'd had the 

Texas Rangers and a Navion 

on her trail 

From the Navion police plane's win- 
dow, officers spotted the escaped 
prisoners on this rough Texos ter- 
rain, then radioed to ground posse. 

IN the old days a jail break meant getting 
out the bloodhounds and tracking the 
escapees down by foot. 

Today a jail break means getting out 
the Ryan Navion police plane and track- 
ing the fugitives down by air. 

The Texas Department of Public 
Safety, which includes the famous Texas 
Rangers, can cite their own recent ex- 
perience to prove the value of a plane in 
assisting ground posses to nab criminals 
during such a manhunt. 

Five prisoners escaped in a recent break 
from the Atascosa County jail at Jourdan- 
ton, Texas. At the request of authorities, 
Bobby Ragsdale, Ryan Navion dealer at 
Austin, the state capital, rolled a plane out 
of his hangar — this happened before the 
Department had its own Navion — picked 
up Jim Boutwell, a pilot and radio opera- 
tor for the Department of Public Safety, 
and quickly flew the 1 10 miles to the scene 
of the jail break. 

There a walkie-talkie radio, made fa- 
mous during World War II, was put in 
the Navion, and Highway Patrol Sergeant 
John H. Hollyfield of San Antonio 
climbed aboard. 

The three men began flying over the 
area. Down below, ground crews, each 
equipped with similar portable two-way 
radios, began moving through the field 
and woods where the prisoners were 
thought to be. 

Jim Boutwell, police radio operator, in 
walkie talkie contact with highway pa- 
trolmen ond Texas Rangers, reports move- 
ments of fugitives, while pilot Rogsdale 
keeps Navion on guard at low altitudes. 

A Texas policeman who does his high- 
way potrollng in a high-speed air- 
plane is Max Westermon, Jr. Here he 
boards the Texas Department of Pub- 
lic Safety's Navion to go to Houston. 



Two escapees had already been caught 
by a posse. The other three, all cattle 
thieves, had disappeared but were practi- 
cally nailed to the ground when the plane 
arrived on the scene. After the flying trio 
took off they began spotting movements 
on the ground, which were reported to 
the posse through the ground crews' 
walkie-talkies. The plane with its three 
spotters soon narrowed down the possible 
area of the prisoners' hiding place as a 
brush patch 20 miles south of the jail 

Every time one of the fugitives would 
move, Boutwell, in his ringside seat in the 
Navion above the brush patch, would re- 
lay the information to the ground posse. 
Little by little the posse, with its "seeing 
eye" circling 1,000 feet overhead, closed 
in and nabbed the three escaped prisoners. 

The escapees had managed to travel less 
than two miles from the time the air 
observation team moved in until they were 
caught. If they had broken and made a 
run for it, they would have found the 
plane slowly following them down the 
road, giving pursuing officers a report on 
their every movement.. 

The episode was convincing proof of an 
airplane's practical value in law enforce- 
ment for Department of Public Safety 
officials, who as soon as the prisoners were 
(Continued on page 1 5 ) 

Accurate drilling of flanges to close toler- 
ances is job of Joe Ketchum in Jet Assembly. 

(Above) B-47 tailpipes on Ryan assembly line are given a de-greasing bath by Homer 
Marshall. (Below) installation crew working on G.E. J-47 engine in the experimen- 
tal XB-47 Stratojet. Tail cones and tailpipes Ryan builds are enclosed in the pod, 
at the rear of the installation. Note rakish swept-bock wings of 600 m.p.h. bomber. 


Now being installed in the world's 
fastest bombers are Ryan-built jet 
engine tailpipes which carry the tremen- 
dous propulsive thrust leaving the Ryan- 
built tail cone assemblies of one of the 
world's most powerful thermal jet engines. 
These stainless products — bomber tail- 
pipes and jet engine tail cones — are mated 
to a General Electric J-47 engine, and 
help to send the Boeing B-47 Stratojet 
"light" bomber on its 600-mile-per-hour 

The new tailpipes, which are currently 
fabricated in the Ryan jet engine assem- 
bly department, are the result of design 
changes made to save weight on the 12 5,- 
000-pound Stratojet and eliminate the 
necessity of additional tooling for produc- 
tion. The changes in the original design 
for these circular, 30-inch pipes came 
about after conferences Bruce Todd, Ryan 
Metal Products sales engineer, held with 
E. F. Thorslund and L. S. Badley of Boe- 
ing's Materiel Department. Another series 
of drawing board bull sessions resulted in 
modifications worked out by Pat Carter, 
Ryan Metal Products engineer. In short, 
a one-piece tailpipe assembly instead of 
the former two-piece product. 

The Ryan plant is equipped with a heli- 
arc seamwelder. This item of equipment is 






^-^ ^K. 




— -^ ^ 









basically the reason for the change from 
two to one piece on the tailpipe. The seam- 
welder is capable of strong, even welds, 
almost impossible to sunder. The two- 
piece exhausts were made with a lap joint, 
which meant extra work in fitting, extra 
tools to do the job. It also meant added 
weight. What came off Carter's drawing 
board, via the Todd-Boeing conferences, 
was a decided improvement. 

The plane these stainless products built 
by Ryan help to push is big; almost as 
large as Boeing's B-29 Superfortress. It has 
a wingspan of 116 feet and is 108 feet 
long. Six G.E. J-47 engines are mounted 
beneath the swept-back wings. Four en- 
gines are mounted in pairs on outriggers 
under the inboard section of the wings 
and one engine is mounted near each 
wing-tip. Fuel for the B-47 is a special 
aviation type of kerosene. 

Power for this bomber was originally 
supplied by six G.E. J- 3 5 jet engines. 
Each had 4000 pounds of thrust. The 
middle of this year these engines were 
replaced on one of the bombers by an 
equal number of J-47 turbojets, each of 
which develops a 5000-pound thrust. This 
plane service-tested the newer jet power- 
plants prior to their use in production 
Stratojets now being built for the Air 
Force at the Boeing Wichita Division. 

Although the Stratojet is designated by 
the Air Force as a "light" bomber it can 
carry 10 tons of bombs more than 2000 
miles and will fly at altitudes exceeding 
3 J, 000 feet. Its crew of three is small in 
comparison to the size of the plane. 

Last February a new unofficial trans- 
continental speed record, of 3 hours and 
46 minutes, was established by a B-47 on 
a routine flight from Moses Lake Air Base 
in central Washington state to Andrews 
Air Force Base, Maryland. This 2289-mile 
dash, non-stop, was flown at an average 
speed of 607.8 miles per hour. 

Design work on the B-47 began in 1 94 5 , 
immediately after V-J Day. Fifteen 
months later the first airplane rolled from 
the Boeing factory and made its initial 
flight in December of 1947. This experi- 
mental bomber designated the XB-47, was 
one of the fastest produced of any Boeing 
plane, just two years elapsing between 
first design work and completion of the 
first model. 

Comparably fast was the completion 
of design work at Ryan on the one-piece 
tailpipe, which was first discussed on July 
2 5, approved from Pat Carter's drawings 
and into production on August 15, only 
three weeks from the idea's inception. 

Logan unloads machinery ports after fost, oeriol delivery to the form of 
A. J. Rupp, located 20 miles southwest of Leoti, Konsos. hie set his plane 
down on a rough pasture alongside the Butler Steel Building ot left which 
he sold to Rupp. Case combines and tractor at right were also Logan sales. 

MM II 1 mVi 

He operates four enterprises successfully 

■with a N avion to speed hint from 

one to the other 

IF you found yourself in four different 
businesses operating in a dozen midwest- 
ern states scattered from Colorado to 
Illinois, what would you do? Just how 
would you find the time to manage them? 
Chances are you'd do what Carl B. 
Logan of Leoti, Kansas, did. He soon 
found that surface travel, and occasional 
use of scheduled air lines just didn't fit 
his needs. Either he was going to have to 
give less personal attention to his varied 
business interests or spend more time 
under ever-increasing driving pressure on 
the road or give up one or more of his 

No, there was one more alternative to 
consider. Other businessmen, farmers and 
ranchers in the rich agricultural plains 
country, were finding real advantages in 
having their own planes. Perhaps he ought 
to try it. Logan did, first using a four- 
place Navion from nearby Garden City 
on charter; later buying his own Navion. 

That such highly-personalized air travel 
has paid off for this resourceful young 
midwestern businessman is amply attested 
by the success of his varied enterprises: 
Feed-grain elevators; Implement sales and 
service; distributorship of Steel Buildings; 
and Oil well operations. Let's look at 

Logan Implement Company is the orig- 
inal and central enterprise around which 

Landing on the road outside Leoti, 
Logan toxies to the front door of 
his implement building. At left 
is one of his two groin elevators. 

Mrs. Logan hands her husband a 
suitcase while daughters Orpha 
Kay and Maida June hold bag of 
parts he will deliver by Novion. 

Logan, right, congrotulotes friend 
Reinholdt Deines for piloting the 
Logan Navion to victory in short- 
field contest at Albuquerque, N. M. 

Flying low over the Nunn Pool 
oil field, 25 miles north of 
Garden City, Kans., Logan com- 
pletes inspection trip of his 
several petroleum properties. 

the other activities have been built. The 
implement company handles the J. I. Case 
line of tractors and farm implements. 
Logan's Navion is continually on the go 
throughout Western Kansas selling and 
servicing implements and hauling emer- 
gency repair parts. 

Another important business in which 
Logan is a partner and manager is buying 
and selling grains, feed and coal. Here the 
Navion proves equally valuable for con- 
tacting railroad authorities, buying and 
selling trips and for checking losses in 
shipment at various points. The grain and 
feed business, and operation of elevators. 

requires Logan to make frequent trips to 
markets in Kansas City, Omaha, St. Louis 
and Chicago. 

Third of Logan's activities is the dis- 
tributorship of Butler Steel Buildings, 
mostly for grain storage and other farm 
use. Western Kansas and Eastern Colo- 
rado are the areas where steel building 
erection is concentrated. Here again the 
plane proves its worth not only in selling 
and servicing, but in contacting dealers 
and keeping erection crews going. 

Completely disassociated from his three 
other businesses, all closely tied in with 
(Continued on page 1 8) 

m\m II THE lEws imiOiiD 


MONTEVIDEO, URUGUAY. (Syndicate)— in what this na- 
tion's newspapers are hailing as a milestone in Uruguayan military 
aviation history, the Sanidad Militar, medical service for the Army, 
is now using two new Ryan Navion air ambulances. 

Purchased through Miller, Medeiros & Bastos, Ryan Navion dis- 
tributor in Montevideo, the planes recently were delivered to Sani- 
dad officials in colorful ceremonies at the Pando airfield near here. 
Dr. Guillermo Rodriguez Guerero, Director of the Sanidad Militar, 
along with the Ministers of National Defense and Public Health and 
other high military and civil officials, took part in acceptance cere- 

Selection of the Ryan Navions came after careful consideration of 
ail existing single engine aircraft by government authorities. 

The Navions — available to both Army and civilian personnel — 
are based at the interior towns of Carrasco and Durazno. Each plane 
carries two stretchers and is equipped as a mobile emergency hos- 
pital with modern surgical i 


MADRID, SPAIN. Round trip 
flights in his Ryan Navion, on official 
business for his government', to Caso- 
blanca. North Africa are reported by 
Dr. Juan B. Peloyo, Agricultural Con- 
sultant (or the Argentine Embassy in 
Madrid. Dr. Pelayo, who is also diplo- 
matically accredited ot the capital of 
Portugal, relies on his plane for trav- 
eling extensively over the Iberian Pen- 
insula and into neighboring countries 
of Europe and Africa. On a good 
many flights, he is accompanied by 
his wife, mother and two sons. Vice- 

President of the Argentine Aero Club, 
he participates in outstanding conti- 
nental air shows, helping to form o 
colorful Ryan Navion squodron with 
several French pilot-friends, including 
Captain de Montmarin, official of 
Anco, European distributor for the 
Ryan Navion. 

Says Dr. Pelayo, "The Ryan Navion 
has fulfilled my hopes in it, flying 
very well in all weather and perform- 
ing odmirably from various airports 
at highly differing altitudes." 


A series oi arduous demonstration flights under this region's tropical 
climatic conditions, has just been successiuUy completed in a Ryan 
Navion piloted by Francisco Waltz of Mexico City. 

Taking off down wind, instead of conventionally into the wind. 
Waltz's Navion successfully operated from a very short rock and 
gravel strip here at the southernmost tip of the Bajc California Pen- 
insula. Pacific Ocean breakers pounded on three sides, as Waltz made 
his take-off from this narrow strip of land. 

Impressed with the Navion 's remarkable performance in this high 
temperature section, several local citizens, for whom Waltz demon- 
strated the plane, have indicated plans lor early purchase of Ryan 
Navions in 1950. 



HBr^ jj 



V, ^B-Si 2!/' ''^tul' -^ 

■iPwiji i^IhbK. i^Eyi 


_^;tr^ 'i|g|fl|L 




^-^1 -«.—». . 


RIO DE JANEIRO, BRAZIL. (Syndicate) — Brazil's first 
1949 Ryan Navion was assembled here this week tinder the ex- 
perienced eye of Berni Dardel, famous inter-continental Nation 
oiiner and pilot, ii'ho flew to Rio from Santiago, Chile, at the 
invitation of Dias, Henriques y Cia., newly-appointed Brazilian Ryan 
Nai'ion distributor, to supervise the plane's readying and test flying. 
After his work here, including demonstrations of the Navion to 
government officials and other leading citizens, Dardel flew to Buenos 
Aires to join his parents. His own Ryan Navion is jvaiting for him 
at the Ryan Aeronautical Company in San Diego, California, after 
his visit to his native Switzerland, 

SANTIAGO, CHILE. (Special)— Doing twice in six months what 
most private pilots dream about trying once in a lifetime, Berni Dardel, 
youthful Swiss flyer, arrived here recently after a flight down the 
West Coast of Central and South America from San Diego, California, 
U.S.A. in a 1949 Ryan Navion airplane. 

Himself the owner of a Ryan Navion, Dardel was in this case deliv- 
ering a new plane to Salinas, Fabres y Cia., Ryan Navion distributor 
tor Chile. 

Asked about the dangers encountered, Dardel replied thot his 
closest call occurred while he was water-skiing in the Bay at Aca- 
pulco, Mexico, during a day's stopover there. He and Ryan's dis- 
tributor for Mexico both landed their Navions right on the beach 
at Acopulco. 



— 600 hours of trouble-free service is the record of Ryan Navion 
ZS-BXR owned by South West Air Transport, Pty., Ltd., Windhoek. 
One of three Ryan Navions purchased by SWAT through Pretoria 
Light Aircraft Company in Pretoria, South African distributor for 
this all-metal plane, ZS-BXR is used in scheduled airline service 
over some of the toughest flying country in the -world. 

*'We now have five Navions in our air fleet — 5 Ryans and 2 older 
models — and honestly say they have given us excellent service. I am 
sure that the Navion is the only airplane of its class that can stand 
up to the operating conditions of South West Africa,*' reports G. T. 
van Rooyen, SWAT manager. 


MARACAIBO, VENEZUELA. (Special) — Eugenic Paris, 
partner in Central Venezuela prominent sugar growing and refin- 
ing company, Is also one of Venezuela's most ardent private pilots. 

Personally colling at the Ryan factory, San Diego, California, 
for his 1949 model Navion, Paris flew the 4,200-mile distance to 
Maracoibo himself. Passengers included his wife, Isabel, and Mr. 
and Mrs. Edward De Larm. 

His big tricycle-geor plane lands in the middle of sugar cane 
fields whenever he chooses to visit plantings or field refineries. The 
Navion is christened "Santisima Trinidad." 

(Continued on page 14) 


FLASHING across this page is the 
rocket-propelled Ryan "Firebird." 
Named for the mythical bird with 
wings of fire in the old, pre-Stalin, 
Russian fairy tale, the "Firebird" has 
just been revealed as the U. S. Air 
Force's first air-to-air guided missile. 
Unlike the legendary creature, this 
"Firebird" can't be changed into a 
beautiful princess at a sorcerer's 
w^him. Instead it remains a potentially 
deadly w^eapon, perhaps heralding the 
day of so-called "push button" war- 

The "Firebird" is virtually a frag- 
mentation shell with human intelli- 
gence. It is extremely small, fast and 
difficult to track, even on radar 
scopes. It is designed to be as effective 
for night or bad weather interception 
as it is in clear skies, since visual 
sighting is not required. 

Designated the XAAM-A-1 (exper- 
imental, air-to-air missile. Air Force, 
first model), the Ryan "Firebird" is 
extremely compact for the complete 
radar navigational system and large 
explosive charge it carries. Launched 
from a "mother" jet fighter plane, it 
is capable of heading off and destroy- 
ing its objective in a matter of sec- 
onds. It has all the speed first gen- 
erated by the parent fighter, plus the 
added power of its own booster rocket 
and finally its flight rockets. 

Because it is a pilotless projectile, 
it is capable of maneuvers beyond 
human endurance, making it extreme- 
ly effective against piloted aircraft. 
Little more than half a foot in diam- 
eter, it is about 1 feet in length and 
7 Yz feet long after dropping its boost- 
er rocket. 

The "intelligence" of the "Fire- 
bird" is its complicated radar naviga- 
tional and electronic system, making 
this missile one of the most compact 
flying weapons ever devised. 

The missile's mother plane is the 
first to detect the target, and directs 
the launching of the missile. There- 
after, the "Firebird" is designed to 
"home" on the enemy target. At night 
or in inclement w^eather the launch 
plane must have a search tracking 
radar capable of spotting the enemy 
aircraft. The host fighter plane can 
carry one or more missiles on external 
launching racks which fit standard 
bomb installations. The "Firebird" 
missiles can be fired in single or mul- 
tiple launchings. 

{Continued on [>as,(' I}) 



♦ / ^^ 




U.S.A.F. movies of "Firebird" in flight-. Models for clarify in lower phofos. (LeffI As missile is released from 
F-82. (Center) Missile starts flight toward target. ( Right) Booster is dropped as flight rockets take over. 

Owen Olds (I. ) ond Rolph Monsees in- 
spect guidance mechanisms on missile. 

Test data obtained at photographic stations oiong course of missile's flight 
is tabuloted by Ryan technicians on scale layout of Alamogordo Firing Range. 

Plastic rodomes were carefully fab- 
ricated to house guidonce equipment. 

Bud Sly (left), telemetering expert, and M. E. Davidson, Flight En- 
gineer, adjust a "Firebird" beneath wing of F-82 for a test flight. 

Entire missile project was 
supervised by Harry Sutton, 
Ryon Engineering Director. 

Captain R. G. Illing, Air Force's Project- Officer at Hollomon Air Base, looks 
over two "Firebirds" about to be taken aloft for test firing from F-82 wing. 

The joint Air Force-Ryan Range Recovery Crew waits on the New 
Mexico desert for a missile to parachute to earth following test run. 

In actual flight tests, four of the 
"Firebird" air-to-air missiles were 
slung beneath the wings of a North 
American F-82 "Twin Mustang" 
fighter — two beneath each wing. 
During other tests, a Douglas B-26, 
tw^in-engine attack bomber, served 
as the launch plane. 

The wings and tail of the missile 
are in the form of a double cruciform, 
the wings having an V attitude and 
the fins a + attitude when in level 
flight. The four vane-like -wings are 
located about midw^ay on the rocket 
portion of the projectile. T-wo feet 
behind the wings are the four tail 
vanes. Both wings and tail surfaces 
serve to control the flight of the 

Of approximately a 3 -foot span, 
the wings have an aerodynamically 
smooth surface not equalled by the 
usual sheet metal construction. Ex- 
cept for the plastic radome and wings, 
the basic missile structure is conven- 
tional aluminum-alloy sheet. After 
the missile is launched from the par- 
ent plane, a booster rocket takes over. 
Then, -when the "Firebird" reaches 
maximum speed, the spent booster is 
jettisoned by an explosive charge. 
Thereafter, during the latter phase 
of interception, po-wer is supplied by 
flight rockets. The warhead is de- 
signed to explode when it is close 
enough to an enemy aircraft to insure 
destruction. Should the missile miss 
its target, the -warhead is automatic- 
ally detonated in the air. 

Development of the missile has been 
under way for more than two years 
by the Ryan Aeronautical Company. 
The "birds" have been manufactured 
by the company's San Diego plant, and 
under joint Air Force-Ryan technical 
supervision actual firings have been 
made at Holloman Air Force Base, 
Alamogordo, New^ Mexico. 

In October, 1947, a four-man crew^, 
headed by Robert Shaver, Flight Test 
Director, and Ed-ward Sly, Assistant 
Flight Test Director, moved from the 
plant to Alamogordo. The first group 
experimented with and worked out 
the problem of parachute recovery of 
the projectile. After the early test 
flights of the "birds" a parachute 
mechanism low^ered them to the 
ground, relatively undamaged, to be 
used again. 

By the time of the first flight of the 
"Firebird," on December 23, 1947, 

(Coiifhiiied on page 16) 




vice) — Having flown their 1949 Ryan Navion 3000 miles from 
Paris for this purpose, Captain Henri de Montmarin and Rene G. 
Delbos conducted a program of flight demonstrations for local 
authorities last month. 

The Congo and Senegal are also on their schedule before they 
return with the 155 m.p.h. aircraft to North Africa and Europe. 

Extensive flying activities with the new plane were also recently 
completed in Holland, Belgium and Switzerland following the inter- 
nationally important Paris Air Show, where the two executives of 
Anco, Ryan Navion distributor in Paris, report acceptance of the 
Ryan Navion has been enthusiastic and the sale of many of these 
new models w^ill be made. 


MARSEILLE, FRANCE. (Exclusive) — Roland Fraissinet, 
manager of Cyprlen Fabre Navigation Company, Marseille, reports 
he has improved his business with his Ryan Navion, which he uses 
to visit the firm's agencies in Italy, Spoin, Portugal, England and 

Also the publisher of LE MERIDIONEL, Marseille's popular doily 
newspaper, Fraissinet files all over France taking part in air shows 
ot which he performs ten-minute acrobatic demonstrotlons. Le 
Meridionel painted in big letters on the plane's fuselage provides 
dramatic advertising. 

"In France, I have a private landing field by a hunting lodge 
at Camargue. The strip is no wider i.ian the Navion's wing span 
and is only 400 meters long. Thanks to the plane's landing qual- 
ities, I operate without trouble under all circumstances and with 
any kind of wind," explains Fraissinet. 

MONTEVIDEO, URUGUAY. (Syndicate)— Richard E. C. DeRid- 
der, considered one oi the finest pilots in South America, recently 
wrote the Ryan Aeronautical Company, manuiaclurers of the Ryan 
Navion personal-business airplane, an account of his extensive exper- 
iences as a Navion express, ambulance and transport pilot in Uruguay. 
Final paragraphs summarized his conclusions for other South Amer- 
ican firms and individuals who contemplate the acquisition of an 

"The Ryan Navion is unique in its class for small field operation; 
ruggedness; capacity; comfort and easy, trouble-free operation. De- 
pendable and safe, the Navion is truly the kind of plane that a pilot 
likes more and more as he flies it. 

"The improvements introduced with the 1949 Ryan models make 
the Navion an even better airplane. It's so roomy that on occasions 
this normally four-place plane has carried six adults." 


BOGOTA, COLOMBIA. (Special) —Naiio,, Number 19SS — 
the first Ryau-built model to be purchased in this country — landed 
here recently and received an enthusiastic reception. Officials of the 
Aeroclub de Colombia. Ryan Nai'ion distributor here, baie tele- 
graphed th.' Ryan factory. "EVERYONE JS IN LOVE WITH THE 


MEXICO CITY, MEXICO. (Exclusive)— The ease with which a 
four-passenger Ryan Navion reaches and effectively operates at high 
altitude was demonstrated this week when Francisco Waltz. Mexico 
City pilot, flying one of these high-powered planes, was first to locate 
a twin-engined airliner which had met with mishap near the snowcap 
of famed Popocatepetl at 15,500. 

Luis Sanchez, an experienced mountain climber, and one other 
observer-passenger accompanied Waltz. Twenty-five aircraft, among 
which were DC-3 airliners and assorted Army craft, were in the search. 

Waltz is managing partner of Morgan & Waltz, Ryan Navion dis- 
tributor for Mexico and Central America. 

He later explained to reporters that Navions in Mexico usually fly 
at a minimum of 8,000 feet, frequently going up to more than 15,000 
to get above the country's central plateau or over the weather. When 
taking off from the 7.300-fool high airport at Mexico City, a Navion. 
with four passengers, climb'; over a surrounding 10,000-fool mountain 
ridge within IS minutes. 



(Couthiiied from page }) 
jailed again, purchased a 1949 Ryan 
Navion from Ragsdale, appropriately 
named it the "Texas Ranger," and went 
into police-flying on a routine basis. 

Now the "Ranger," with bold TDPS 
markings and a big map of the state 
identifying its fuselage, daily plies the 
Texas skies under the controlling hands 
of Max Westerman, Jr., Highway Patrol- 
man turned pilot. 

Although availab'e to all divisions of 
the Department of Public Safety, includ- 
ing Weights & Measures, Vehicle Licenses 
and others, the husky plane is put to task 
with greatest regularity by the Rangers 
and the Highway Patrol. Col. Homer 
Garrison, Jr., Director of the Department, 
and Chief Joe Fletcher, the Assistant Di- 
rector, who were instrumental in the de- 
cision that an "air arm" was in order, are 
frequent passengers for inspection tours 
of Ranger and Highway Patrol radio sta- 
tions and branch headquarters. 

Besides executive transportation and 
its use for conducting manhunts such as 
the pursuit of the Jourdanton jail break- 
ers, the Navion comes in handy for break- 
ing up traffic jams on congested highways. 
Here again Walkie-talkie radio helps turn 
the trick. A traffic coordinator overhead 
diagnoses the problem, and then over the 
radio instructs police cars how to route 
automobiles out of the jam. 

Mercy searches offer further opportun- 
ity for the big four-placer, which has 
seven windows and all-round visibility, to 
earn its salt. Children lost in Texas' num- 
erous forests are much easier to locate 
from the air than afoot. Speedier control 
of forest fires than ever before is expected 
next season through the use of the plane, 
as officers will be able quickly to observe 
the extent and direction of flames and to 
direct fire fighters accordingly. 

Tornadoes, floods, hurricanes and other 
disasters will be held in better check than 
in previous years with the 155 m.p.h. 
Navion available for on-the-spot damage 
inspection and for fast transport of doc- 
tors, medicine and relief supplies. Cas- 
ualties can be swiftly and comfortably 
delivered to distant hospitals. 

Bulky, unconventional cargo assign- 
ments are also duck soup for the "Rang- 
er," with its quick-opening hatch and 
load-hungry cabin space. Diving equip- 
ment, fire-arms, stretchers, oxygen tanks 
and machinery are all handled with 
roomy ease. 

The Ryan Navion is the first plane ever 
owned by the Department, but officials 
already feel that its record of success may 
well establish it as the forerunner of a 
sizeable air-fleet that will find extensive 
use by all divisions of the Department. 

Studying 1950 Navion models painted in various shades for easier selection are 
(I. to r. ) Eorl D. Prudden, Airplane Sales Vice President; Robert Clark of Manu- 
facturing Control; William Sloan, Assistant to Vice President; and T. Claude Ryan. 

170 M. P. H. lycoiningPowered Super 
Navion Readied for 1930 Sales 

A new 2 60 h.p. Lycoming-powered 
"Super" Ryan Navion whicli cruises 170 
miles per hour, climbs 12 50 feet per min- 
ute with full load and has comparable all- 
round high performance, has been an- 
nounced by T. Claude Ryan, President of 
the Ryan Aeronautical Company. 

The new model adds to the Navion line, 
becoming a companion plane to the popular 
205 h.p. Continental-powered De Luxe 
Navion which "will be continued as the 
principal model. 

The first Super "2 60" model Ryan Nav- 
ions Tvill begin coming off the assembly 
line of the San Diego plant in a few months, 
with deliveries scheduled to begin in 
March. Advance deposits on the new Ly- 
coming "2 60" Navions are already being 
accepted through distributors to establish 
purchaser priority for spring deliveries. 

Externally, except for the changes in 
1950 paint design and finishes, the appear- 
ance of the Super "260" and De Luxe 
"205" Navion models is very similar. The 
three inch longer nose, slightly different 
cowling lines and larger propeller of the 
new model are not at first noticeable. In 
performance, ho'wever, the "2 60" is truly 
a new airplane. Pilots who have flown the 
ne^v Super Navion report that it will out- 
cruise, out-climb and other-wise out-per- 
form everything in its class. 

The take-off distance for the Super 
"2 60" is a phenomenally short ground run 
of only 400 feet, and to clear a 5 0-foot 
obstacle only 770 feet are required from 
a standing start. 

The Navion's excellent landing and slow 
flight characteristics have not been affected 
as a result of the higher power. In ap- 
proaching over a 5 0-foot obstacle, only 
87 5 feet distance is needed to the end of 
the landing roll. The ground roll itself is 
only 47 feet. As a result of higher cruis- 
ing speed, fuel economy in terms of miles 
per gallon remains nearly the same as for 
the 205 h.p. Navion, a very unusual ac- 
complishment considering the great in- 
crease in power and performance. With 
the 20 gallon auxiliary tank, which is 
included at no extra cost on the "260" 
model, normal range is 640 miles, and 

when cruised at maximum economy con- 
ditions, range can be increased to 900 

The first experimental Super "2 60" 
Navion was developed by Ryan this past 
summer and has logged several hundred 
hours in extensive test and demonstration 
flights since then. Flown by William P. 
"Doc" Sloan, Ryan's head sales pilot and 
assistant to the Vice-President, the "2 60" 
has been demonstrated throughout the 
country to Navion distributors and tested 
under a wide variety of conditions. 

The Super "2 60" Navion has met with 
tremendous enthusiasm, particularly over 
its high performance and the fact that this 
has been obtained without sacrificing the 
plane's widely recognized safe, easy-to-fly 
characteristics. The ease of its outstanding 
performance from high altitude fields is 
especially noteworthy and of real opera- 
tional interest to ranchers and to mining 
and lumber companies with properties in 
such locations. 

The Super "2 60" has been planned to sell 
for under $14,000 completely equipped. 

The Lycoming GO-43 5-C2 which powers 
the Super Navion is a six cylinder opposed 
air-cooled, geared engine, with a 2-minute 
take-off power rating of 260 h.p. at 3400 
rpm. Its normal continuous power rating 
is 240 h.p. at 3000 rpm. 

This engine is a development of the 190 
h.p. 0-43 5 Lycoming engine -which pow- 
ered the wartime L-5 liaison planes. This 
type engine gained and held an excellent 
reputation for quality of design, workman- 
ship, dependable operation and ease of 
maintenance. The gear GO-43 5 version was 
used in Navy military drones produced by 
the Naval Aircraft Factory and by com- 
mercial manufacturers. 

The latest "C2" engine incorporates ex- 
tensive refinements, such as ne^sv, more ef- 
ficient type cylinder heads, ne-w crank- 
shaft and gear reduction of a proven de- 
sign. The more expensive military version 
of this engine is to be used as standard 
equipment in the Navion "60." It is fur- 
nished with the A-N accessory case and 
A-N type Eclipse starter and generator. 


Three Ryan executives. Earl Prudden, Vice President (left), Walter Balch, Air- 
plane Service Manager and Walter O. Locke, Assistant to the President (extreme 
right) chat with Standard Oil of California representatives Oliver B. Lyons 
and W. V. Hanley before the demonstration program of plane fuels and lubricants. 

Navion Provides 
Flying Laboratory 
For Standard Oii 

W. V. Hanley (I.) and O. B. Lyons un- 
pack special equipment from Standard 
Oil Company's Navion for demonstra- 
tion. Note television receiver used. 

"Chevron No. 2," Standard Oil of 
California's flying laboratory, recently 
stopped in Son Diego to demonstrate fuel 
and lubrication requirements of personal 
and airline-type planes to aircraft tech- 
nicians meeting at the Institute of the 
Aeronautical Sciences, located near the 
Ryan Aeronautical Company plant build- 
ings on the harbor. 

The 1800-hour veteran Navion plane, 
extensively outfitted with technical equip- 
ment, was flown here by W. V. Honley, 
Assistant Manager of Standard's Aviation 
Division. Equipment carried aboard the 
Navion included a big television screen, 
which enables Hanley to put the plane to 
better use when talking to large audi- 
ences about such important items as 
volatility studies, vapor lock, fuel econ- 
omy and lubricating oil comparisons. 

Standard Oil of California, which is 
engaged in a vigorous program of avia- 
tion research and development, is build- 
ing up a modern, multi-purpose oir fleet 
around the four-place Navion and other 
all-metal planes, including a Douglas 
B-23 bomber, converted to on executive 
transport. The company's longtime policy 
of stimulating civilian flying and popu- 
larizing air travel keynotes the entire 

In addition to using their Navion for 
demonstrations of fuels and lubricants, 
OS they did at the recent Institute meet- 
ing, the company also uses it for trons- 
portation of sales representatives or to 
answer requests of assistance from cus- 
tomers who want special fuels, technical 
advice or other help in any one of the 
seven far western states in the company's 
territory. Most of the Standard dealers 
con be reached within a half day from the 
Son Francisco offices through use of the 


(Continued from page 13) 

there were six people from Ryan working 
day and night with the Field Test Group. 
At first, flights were few and far between 
while modifications were incorporated in 
the missile and more and more data ob- 
tained from telemetering and photographs. 
However, by April of this year, with 12 
from Ryan working at Holloman, approx- 
imately one "bird" a week was being fired, 
weather permitting. 

The Field Test Crew worked closely 
with Air Force officers and men and three 
of the Ryan group qualified as Missile 
Launchers, after completing an Air Force 
high altitude indoctrination course at the 
Aero-Medical Laboratory, Wright Field, 
Dayton. At least one of these three, either 
M. E. Davidson, Ed Sly or Bob Shaver, 
went along on each F-82 or B-26 flights 
to release the projectile. Their jobs were 
comparable, while in the air, to that of a 

According to Shaver as many as 75 
people were involved during every "Fire- 
bird" launching and flight test. This large 
group was needed to man the aerial and 
ground photography stations, telemeter- 
ing station, photo tracking stations and 
radar installations, not to mention the 
indispensable flight and range recovery 
crews. When a missile was flown, every- 
one pitched in to help, including men 
from other aircraft companies who were 
out at the Holloman Base working on 
their company's guided aircraft projects. 

The Ryan crew worked at all hours, in 
rain, snow and sleet, to gather the valuable 
information which made the tests success- 
ful. At all times during the entire two- 
year testing and evaluating period a close 
rapport was maintained between the Field 
Test Group and the San Diego factory, 
where the Engineering Department and 
Laboratory were doing the design and 
research work, and the Experimental De- 
partment was turning out the missiles. 

In charge of guidance development, of 
such tremendous importance to the proj- 
ect, was Owen Olds and supervising the 
overall job as project engineer was Sam 
Beaudry. Many other engineers from 
Ryan, working on all phases of the "Fire- 
bird's" development, were frequent trav- 
elers between San Diego and Alamogordo, 
checking and evaluating. The entire proj- 
ect was under the personal direction of 
Harry A. Sutton, Ryan Director of Engi- 

In the interests of economy, the missiles 
were launched from the F-S2 or B-26 
without the guiding mechanism installed, 
and the data resulting from the flight tests 
served to determine the effectiveness ot 
the propulsion system and the general 


aerodynamic configuration. The guiding 
mechanism has been subjected to extensive 
ground testing and found satisfactory. 

The project is still in the experimental 
phase. Although it is not planned to put 
the "Firebird" into production, the re- 
search and development work has pro- 
vided Air Force and aircraft industry 
technicians with valuable engineering data 
which is being used in designing improved 
air-to-air missiles. The cost of the develop- 
ment project was approximately two mil- 
lion dollars. 


(Continued from page 1 ) 
separate pieces forming one-half of a man- 
ifold section are now joined together by 
arc welding operations to form a multiple 
half stamping before again being normal- 
ized and pickled. 

A fourth and final re-hit draws the 
metal to the desired depth and concavity 
before the edges are squared up in the 
planishing shed. Now the semi-circular 

lUith nauion Salesmen 

Crane Operator Leroy McGhee hoists 
parts from the water quenching tank 
in newly-built outside pickling shed. 

halves are matched up and welded into 
a whole exhaust section. The flux used 
during welding is cleaned off in new de- 
fluxing baths out in the pickling shed and 
the metal is normalized and pickled for 
the last time. 

This elaborate back and forth flow of 
stainless parts includes four hits, four 
normalizes and three pickles, but the en- 
(Continued on page 19) 

AMERICA'S POLICE CHIEFS had a flying outing os a highlight of their recent 
Internotional Convention in Dallas, Texas. Thanks to a generous offer from 
Porker-Huett Aviation, Dallas Ryan Navion Dealer, 100 delegates saw this 
interesting Texas city from the oir in Navions. The Dallas Daily Times-Herald 
cited this sight-seeing special as a "unique public relations job that sold the 
City of Dallas to the visitors." A trio of Ryan Navions were kept busy for three 
days on the project. Johnny Huett, a partner in the dealer firm, also sends word 
of the sole of a '49 Ryan Navion to his long-time friend and customer, Steve 
Brooks, Kentucky Derby-winning jockey for the famous Calumet Forms. 

FOLLOWING THE EXAMPLE of Mountoin States Aviation, pacemakers in early fall, 
Gillis Flying Service and Northern Air Service went to town in recent weeks to walk 
off with top selling honors among Ryan Navion distributors. Business firms, industrial 
concerns and professional men head the list of new owners the two organizations 
have brought into the Navion fold. Bossmen Al Gillrs and Chet Hall both put on lots 
of personal pressure to capture the prizes in the final rush. 

"JANE OF ALL TRADES" is fitting title for Betty Burnett, 

secretary for the Portland office of Rankin Aviation Indus- 
tries, Oregon and Southern Washington Ryan Navion Dis- 
tributor. She's the capable gal responsible for the front cover 
photograph of the Vol. 10, No. 7 edition of the Ryan Re- 
porter, having personally token the remarkable aerial shot 
of Ryan Navion flying low over the Shevlin-Hixon Lumber 
Mill at St. Helens, Oregon. Besides shooting fine pictures 
and doing a good job of office management, Betty is a 
licensed pilot ond relishes time ot the controls of a Navion. 

RECENT DELIVERY OF A '49 RYAN NAVION to Bruce Snyder of Red Lion, Pa , 
was a timely reminder of the splendid selling job being done by Charlie Frew, Ryan 
Navion Dealer par excellence under Aviotion Consultants in the area around York, Pa. 
Charlie's the much-respected gent who sold six Navions during one four-month period 
lost year. His customers flying Navions number some of the foremost names of 
industry. Besides Snyder's Yoe Leaf Tobacco Company, there are such firms as Inter- 
national Chain and Cable, Baldwin Oil Burner and Cook Motors. 

HUGH EUDY, President of Carolina Aeronautics, Distributor for the Carolinas 
and Tennessee, goes in for Ryan Navion ambulance flying in a big way. Cur- 
rently advertising his service in leading Southern publications, Hugh also has 
working arrangements with surface ambulance firms in western North Carolina, 
which he serves on an immediate availability basis. He writes, "This faster, 
more comfortable and convenient Navion method usually costs no more than 
rood ambulance service as the difference between short air miles and long road 
miles well makes up for the slightly higher rote per mile with the plane." 

SOUTHWEST AIR RANGERS, Ryan Navion Dealer in El Paso, sponsored the Naviga- 
tion Contest held in connection with the Fifth Annual International Aviation Celebra- 
tion held in that border city last month. Bill Mueller, a Southwest Air Rangers partner, 
handled plans for this famous race of more than 200 miles from El Paso to Chihuahua, 
Mexico, which in 1948 was won by Les Bowman, president of General Aeronautics, 
Texas Distributor, in his Ryan Navion demonstrator. Best Navion performances turned 
in this yeor were those of Bowman and Frank Dupuy, who finished only 50 and 59 
seconds short, respectively, of their estimated times of arrival in Chihuahua. 

DUTCHESS COUNTY FLYING SERVICE, Rhinebeck, New York, is one of the 
Ryan Navion program's newest sales representatives, under appointment of 
Mallard Air Service, Teterboro, New Jersey. Bob Decker, monoger, has just 
token factory delivery on a '49 Lucerne Green model for his special customer, 
Allan A. Ryan, Chairman of the Board of the Royal Typewriter Company. Ryan 
will fly the Navion himself, having recently completed his first solo after in- 
struction from Decker. 

DOWN SHREVEPORT WAY Ryan Navions ore sharply on the increase. Jack Riley, 
Dealer under General Aeronautics, is largely responsible. He recently delivered a '49er 
to the Lion Oil Company, a firm long prominent in business flying circles of the 
Southern U. S. Clark Barton, Lion executive, accompanied Jock to the factory when 
he called for N499IK. This was the third important Ryan Navion sole completed 
by Jock in one month. 

TOP MAN JIM KELLEY of the Kelley Flying Service, Fort Wayne, Indiana, 
Ryan Navion representative who this month completed one of the most import- 
ant Ryan Navion soles of 1949 to the Seyfcrt Foods Company, received these 
worm words of praise from C. H. Seyfert, the firm's owner, "A year ogo I 
wouldn't hove thought of buying on airplane. Then Jim Kelley got hold of me, 
showed how o Navion would help my business and be safe for me to fly. Now 
I'm one of the most enthusiastic private pilots and Navion owners you'll ever 



(Continued from page 7 ) 
farming, are Logan's oil well operations in 
Eastern Kansas and Oklahoma. There are 
wells to check on flying trips to be sure 
they're pumping, boards of directors 
meetings to attend, and inspections to be 
made of wells being drilled in new loca- 

Not only has the plane helped Logan 
better supervise his widespread activities; 
it has also made it possible to extend the 
area of his operation. Typically, he's been 
able to take on a larger area of dealers for 
Butler buildings and to expand oil opera- 
tions. But let Logan tell some of his ex- 
periences and thinking about personal 
plane utility in his own words. 

"Recently I received a telephone call 
from St. Louis telling me I had only eight 
hours left to close a deal and sign papers 
to complete the transaction. This deal 
meant more money to me than a new 
Navion cost. I would have lost all this if 
it had not been for my Navion. 

"The least time I would have made it 
by train would have been 1 1 hours, and 
by car it would have taken 13 hours. If I 
had been depending on any of the light 
planes in the area I would not have had 
enough daylight hours to make the trip. 
Instead I took off in the Navion and cov- 
ered the approximately 62 5 miles in less 
than four hours flying time. 

"The Navion proves ideal for the day- 
in, day-out type of hard flying we are al- 
ways doing, mostly from improvised 
fields. There are very few times the plane 
is flown that I do not land in some wheat 
field, pasture or on a country road. For 
this kind of landing and take-off you have 
to take off your hat to the Navion. 

"The plane is a real business-getter, too. 
I find that my plane, when used in con- 
nection with sales, helps me do a better 
job. Its attraction helps me make new ac- 
quaintances. I take customers to various 
meetings and banquets they couldn't 
otherwise attend because of the time re- 

quired in getting there. This helps me 
know my customers better and, as a re- 
sult, I've done a lot of new business and 
gained many good friends because of the 

"There's personal emergency transpor- 
tation as well as business savings to be 
considered when buying a plane. The 
Navion has ample room as a flying am- 
bulance for a patient and doctor, and the 
150 m.p.h. speed has proved a real factor 
in getting proper medical attention. Mrs. 
Logan some time back required an emer- 
gency operation, and in only 3 hours and 
5 3 minutes we'd flown her 620 air miles 
to the Mayo Clinic at Rochester, Minne- 

"On long business trips - and I make 
plenty of them, since the plane's flying 
about 15 days each month - the Navion 
saves me approximately one-half on 
traveling expenses, not counting the tre- 
mendous saving in time. 

"For carrying emergency implement 
and tractor repair parts; for flying drill 
bits, valves and acid to oil well locations; 
for taking shortages and critical materials 
to steel building erection sites, the plane's 
cargo utility can't be matched. There's 
plenty of room for four big passengers - 
I weigh 200 pounds myself - and their 
luggage. By removing the rear seat back 
rest we have room for items six feet long, 
which is something most planes can't 
offer. A typical load for us is a cargo of 
cast iron implement wheels weighing 636 
pounds. That's the kind of hard work we 
give our plane to do. 

"I have flown several different makes 
of planes but the Navion is the first plane 
that I can say every time I fly it I learn 
something new which proves to me that 
it is safer and has advantages that other 
planes in its class do not have. For that 
reason, the whole family likes the Navion. 
My wife, two daughters - one seven and 
the other ten - and my 71 -year-old 
mother-in-law are all frequent passengers. 

"Where do we fly? A typical month 

may take me to Kansas City and Topeka 
twice each, to Hutchinson three flights 
and at least once to St. Louis, Oklahoma 
City, Denver, Wichita, Omaha and Al- 
buquerque. And, speaking of Albuquer- 
que, one flight there attracted a lot of at- 
tention in the aviation industry. 

"As a Navion booster I've always been 
proud of my plane's short field perform- 
ance. Owners of other planes in the Nav- 
ion class are equally loyal, but around Al- 
buquerque their enthusiasm ran a bit too 
high. In fact, whenever I landed there, 
they were in the habit of belittling my 
Navion. Seems someone put out informa- 
tion a forked-tail plane could outperform 
the Navion in short field operation. 

"Well, I just couldn't believe that, nor 
could Reinholdt Deines, the pilot who 
sold me my Navion, and who was with 
me at the time. Now I'm just an average 
pilot with less than a thousand hours, 
though I've flown off and on since 1931. 
I thought I ought not to compete against 
the professional pilot at Albuquerque 
who's flown high-altitude fields for years, 
and whose new plane was properly ad- 
justed for operation there. After all my 
Navion was two years old, had a thousand 
hours on it and normally operated over 
the level, midwestern plains. 

"Still, if Deines thought he could out- 
fly a distributor's new competitive-make 
plane at the 5 36 5-foot altitude I was will- 
ing to back him, as was an Albuquerque 
cattle rancher friend of ours, Lowell 
Brakey. Fact of the matter is some pretty 
substantial bets were placed, and we cov- 
ered them all. 

"Now I only want to talk about the 
good points of my Navion, and have no 
intention of implying the other plane 
isn't a fine product, too. It is. But we 
certainly were right about the Navion's 
take-off superiority. 

"First off the ground was the other 
plane, with a sparkling 395-foot run. 
Deines made it in only 3 30 feet in the 
(Continued on page 1 9 ) 

Novion londing on a stubble patch allows Carl Logan a close look at work on a new gas pipe line near his biggest oil field. 



{Cmitinucd from page 1 H ) 
Navion and our bets began to look col- 
lectible. How about landing, though? 

"Well, the Navion landed first - came 
in a little high with power on at that al- 
titude — but by using full flaps and 
brakes stopped in 348 feet. The plane 
Deines was flving against made it in 402 
feet, but the last report we had after col- 
lecting out bets was that the other pilot 
was still scratching his head wondering 
how we'd done it. 

"The competition was quite widely re- 
ported in the trade magazines, and we no 
longer get kidded when we land at Al- 
buquerque. Afterward a lot of people 
claimed we were taking 205 h.p. out of 
our engine, the same power as the new 
Ryan Navions have for take-off. That's 
not true. Mv plane was a North American 
185 h.p. job and we had the props set to 
take out only this power. 

"The Navion is wonderful for business 
travel, but I think we got more kick out 
of that competition at Albuquerque than 
we do out of all the other money-making 
flights we made in the normal course of 


(Contirincd from page 17) 
tire operation is hastened due to the 
grouping several months ago of all the 
heat treat furnaces, acid and salt baths 
into one central section in the main fac- 
tory, near the drop hammers. This import- 
ant department has Ray McCoUum for 
its Foreman during day shifts and Adolph 
Bolger at night. They, along with Owen 
"Chief" Walker, Assistant Foreman, su- 
pervise the intricate processes on which 
the final strength of a completed exhaust 
stack must rely. Oven temperatures must 
remain constant. Acid content of the 
pickling baths must be carefully watched 
and the drawing of the heavy metal into 
the drop hammer die forms has to be 
handled with infinite care so as not to 
stretch the parts too quickly. 

The strong, pressure-resistant Ryan 
manifolds which are standard equipment 
on practically all of the transports and 
military planes would not be possible ex- 
cept for the stretching qualities of metal 
and the long, careful stress-relieving, de- 
scaling processes in the Drop Hammer and 
Heat Treat Department. The industrial 
chemistry knowledge of Ryan's Engineer- 
ing Laboratory has also contributed im- 
measurably to maintaining a uniformly 
high standard of quality in the parts so 
laboriously formed on the factory pro- 
duction lines. 

With nauion Ouiners 

WINE FLYIN' FINE. That's the word of Joaquin M. Castillo, fashionoble 
women's shop operator and cattle rancher of Montevideo, Uruguay. While at 
the factory taking delivery on his third Navion, the interesting South American 
told of recent evening when the Red Wine ran out during dinner at his 
roncho. Not one to disappoint his guests, Castillo jumped into his Navion — 
which he keeps alongside the house — and flew to the village of Cuchilla Grande 
where he landed in the street, taxied up to the store, loaded aboard a wine 
supply, and took off for home. He hod the liquid chilled for serving before 
most of the party had any idea of what was afoot, or awing. 

THREE-TIMER CLUB. Like Uruguay's Castillo, Louisiana's T. L. James and Company 

belongs to on exclusive group of "three-timers," having qualified for membership 
by taking delivery on their third Novion. G. W. "Bill" James, vice-president, who 
puts most pilot-time on the Navions, credits planes with doubling his firm's volume 
of construction work. He figures that, on on overage, he saves two days travel time 
a week by flying Navion rather thon traveling on the ground. 

BRUCE R. SNYDER, Red Lion, Pennsylvonio, head of the 
Yoe Leaf Tobacco Company, now pilots a '49 Ryan Novion, 
fast-flying successor to his '48 model Novion which became 
well-known as the "Tobaccoman's Airplane" in the Eastern 
states territory where he buys choice short filler and wrapper 
leaf for cigars. Snyder's favorite pastime is flying business 
friends on extended trips to show them how they con do in 
one day by Navion what usually takes them four. 

COMMUTING DAILY BETWEEN TWO OFFICES is no longer the formidable task it 
once was for Dr. Walter P. Kielhorn, Grondville, Michigan. His '49 Ryan Navion 
allows him to tend to a large practice in Grondville and another one in Williomston, 
Michigan, 75 miles away, spending several hours o day in each place with minimum 
time spent enroute. His associate. Dr. R. M. Nickless, also pilots the plane, and 
experienced the thrill of picking up the new ship at the factory. 

"NICEST PLANE IN TEXAS" soy Southwestern aviation men about the '49 
Ryan Navion flown by the A. O. Smith Corporation out of its Houston branch. 
Manufacturers of gas tanks and pumps, pipe, welding equipment and other 
heavy duty products, this company has its Navion equipped with full instru- 
ment panel, auxiliary fuel tanks, omni-range and other outstanding extras for 
utmost safety in transporting executives and technicians over a big South- 
Central territory. Main A. O. Smith office is in Milwaukee, Wisconsin. 

A NAVION WITH TELEVISION is o distinction of "Chevron #2," aviation testing 
plane owned by the Standard Oil Company of California. W. V. "Bill" Honley, assistant 
manager of Standard's Aviation Division, flies the Navion about the seven For 
Western stotes to demonstrate the fuel and lubrication requirements of personal and 
oirline-type aircraft. The TV set goes along to show audiences detonation diagrams 
of what happens in a cylinder when the engine is running. A public address system 
and large delineoscope ore also carried as supplementary equipment for Honly's 
presentation. "Chevron ^2" is a real veteran, having 1,800 flying hours to its credit. 


Chillicothe, Missouri, to conduct enterprises in several states 
with high-speed efficiency. Public transportation operations 
in Omaha; heavy equipment distribution in Kansas City; 
Cadillac and Oldsmobile soles in Chillicothe, a road building 
machinery business in Missouri and Hereford cattle raising 
in Kansas make up the Cooke interests. Taken together, they 
present a sizeable problem of supervision which the bossman 
solves by moving around frequently in a Navion. 

FROM COAST TO COAST AND BACK AGAIN, 18,000 miles, is the recent flight 
log entry for the '49 Ryan Navion owned by the C & H Supply Company, Seattle, 
Washington. As agents for AiReseorch Corporation, on important Ryan metal prod- 
ucts customer, C & H fits quite naturally into the family of Ryan Navion owners. 
Soys Phil Coffer, Jr., C & H executive, "We've seen a lot of planes, but sincerely 
believe that our Navion tops any of them." 

NAVION BEGINS DOCTOR'S WORLD TOUR. A globe-girdling trip the likes 
of which should be material for books and movies was begun recently by Dr. 
William D. Currier, ear, nose and throat specialist of Pasadena, California, when 
he flew his Navion to New York City. Commissioned by the Indian Government 
Medical Colleges ond the Christian Medical Colleges of Pakistan to instruct 
their surgeons in new procedures. Dr. Currier is making his trip to India the 
framework for a world tour that will see him and Mrs. Currier using every 
mode of transportation, from fast Navion in the U. S. to donkeys in Spain, 
gondolas in Venice, camels in Egypt, elephants in Indio and rickshas in Hong 

Plant Tour 

STEP-UPS. Recent new 
appointments within the 
company include a step 
up for Stuart Fraser and 
Sam Kroschel. On Novem- 
ber 7 it was announced by 
Colin A. Stillwagen, Di- 
rector of Material and 
Contract Administration, 
that "Stu" was appointed 

OS Executive Advisor to 
this office and will be in 
charge of all quotations 
which the company sub- 
mits to customers. 

Kroschel, formerly staff 
assistant to Stillwagen, 
has assumed the duties of 
Froser's former office, 
which was Supervision of 
Standards and Estimating, 
ith the company for five 
years, during which time he has capably 
filled such jobs as Supervisor of Cost Ac- 
counting, and most recently Standards and 

Before coming to Ryan, Sam Kroschel was 
the office and credit manager of Walker's 
Department Store in San Diego. Since joining 
the organization in January of this year, Sam 
has worked as Supervisor of the Accounts 
Payable division and his recent staff assist- 
ant's position. 


Fraser has been 

TRAFFIC CHANGE. A regrouping of the 
Receiving, Shipping, Automotive Service and 
Traffic departments is upcoming for Decem- 
ber 1 , On that date the Traffic Section, 
under Harry Brew's supervision, will assume 
responsibility for these groups. 

in effecting this reorganization, several 
location changes will be mode. The Air- 
plane Spares office and stockroom will be 
moved from its present location to the Ser- 
vice Building, the Shipping Department, ex- 
cept for the stock accumulation area to the 
area vacated by Stores Row Material in the 
present Spares Building. The Traffic office, 
including inter-plant transportation office, 
will move from the Administration Building 
to the location vacated by Airplane Spores. 
This would all sound less confusing if a map 
of the plant were included, :)ut space does 
not permit. Anyway, a lot of departments 
are going to move to facilitate on easier 
handling of materials, both incoming and 

PICNIC. Bubble gum chewing contests, 
rolling pin throwing tournaments, egg tossing 
competitions and other exhausting sports 
activities were the feature of the November 
5th picnic given by the supervisors in the 
Airplane Division, More than 75 people 
including the wives and children of John van 
der Linde, Gene Wilcox, Rosie Barthol, Ralph 
Schuiz, Eddie Oberbauer, Roy Ryan, Joerg 
Litell, Buck Kelley, Fred Herpich, Bill Croner, 
Les Evans, Larry Larson, and "Moc" McPher- 
:50n, ate tons of food, consumed gallons of 
oop and ice cream at El Monte Pork near 

Marge Besf, department clerk, reports 
that the groups didn't break up until way 
post sunset, when members limped home 
exhausted out happy after the numerous 
feats of strength and contests of skill. 
ACCIDENT. Friends and fellow workers of 
"Storkey" Starkweat-her, maintenance me- 
chanic, were shocked to hear of his recent 
accident, Storkey lost his left arm in o freak 
automobile accident near Ensenada, Baja, 
California, November 6. 

An oil and gasoline truck sideswiped the 
car and severed the arm when Starkweather 
was signalling out of his car window for a 
turn. With more fortitude than seems pos- 
sible, Storkey had his wife drive him the 60 
miles back to San Diego and the Naval Hos- 
pital while he held his arm in a tourniquet. 

Ryanites will be glad to hear that Stark- 
weather is doing nicely at the Naval Hos- 
pital and expects to be out and obout before 
December 1 . 

ENG. CLASSES. Engineers with two or more 
years of engineering education who wont to 
get a B.S. degree through evening or late 
afternoon courses will be interested in this. 

Through a plan now developing in cooper- 
ation with Son Diego State College, other 
aircraft companies in Son Diego and the 
Naval Air Station, as well as Ryan, are tak- 
ing applications from their engineers inter- 
ested m completing college training. Any 
engineers at Ryan who are interested should 
give their names, years of college completed, 
in what field and at what school, to the Per- 
sonnel Department, which is cooperating with 
the other factories in town in this educational 

Four fields of study, at present, ore being 
considered. They ore Mechomcol, Electrical, 
Civil and Engineering Physics. If enough en- 
gineers in the area ore interested classes will 
probably be held downtown or at one of the 
aircraft plants. 

Exhibit Ryan Products At S. A. E. Meeting 

^^^rn^cL ^^H 





■ 1 ] 'J 
1 ^\^^ 


Manning the exhibition booth demon- 
strating Ryan Aeronautical Company 
metal products at the Society of Auto- 
motive Engineers' annual West Coost 
meeting in Los Angeles this Fall, were 
C. L. Foushee ( left > , Bruce Todd and Jack 
Zippwald. The three Metal Products Soles 
representatives and Sam C. Breder, Metal 
Products Soles Manager spent three days 
at the meeting acquainting representa- 
tives of the country's lorgest oircroft and 
engine manufacturing firms with the high 
quality exhoust systems and jet products 
fabricated by Ryan. Other Ryan repre- 
sentatives were Harry Sutton, Director of 
Engineering and T. Claude Ryan, Presi- 

Purpose of the S.A.E. meeting was for 
on exchange of new engineering ideas and 
technical information between engineers 
in all branches of industry. Talks, confer- 
ences and educational exhibits, like the 
one of Ryan products in the picture (left' 
pointed out new advances and skills in 
aeronautical manufacture as well as in 
other fields. 

Shown on the table in front of Todd, 
are a General Electric J-47 jet engine 
inner combustion chamber and tronsition 
liner. Next to Foushee, to his left, is a 
J-47 tail cone assembly. Pictures of other 
recent Ryan products ore on the wall to 
the rear of the booth. 

GOLF. After two weeks of hot tournoment 
play in the Annual Ryan Golf Tournament, 
only four men out of fourteen in each of the 
four flights are left in the running. By De- 
cember 3 the winners will have been decided. 
At present writing there are still two more 
rounds of eliminations to be run off before 
the finalists are announced. 

Men remaining in each of the four flights 

First Flight Third Flight 

Harold Coons Ralph Haver 

Frank Deloney Ivan Cordon 

Horry Hodgetts Carl Pettersen 

Darwin Whetstine BillJundt 

Second Flight Fourth Flight 

Durward Palmer Herb Rasp 

Win Ewell Charles Whitehurst 

Joe Love Fred Ferguson 

Bob Jamison Charles Jorvie 

This Flying lUorld 

VISITORS. In picture above Brigadier Gen- 
erol Thomas H. Chapman (left) and Lt. 
General Kenneth B. Wolfe, two of the Air 

Force's top procurement officers chat with 
T. Claude Ryan, company president, and 
Harry Sutton, Director of Engineering. 

General Wolfe is from Wright Field and 
Washington, D. C, and General Chapman is 
chief of the Los Angeles Procurement Field 
Office. The two officers conferred for several 
hours with Ryan, Sutton and Sam C. Breder, 
Metol Products Sales Manager as well as 
other company engineering and production 
executives, and while here also inspected 
the Ryan XQ-2 jet-propelled, pilotless target 

CHEST DRIVE. More than $5000 was con- 
tributed to the Community Chest Drive of 
San Diego by Ryan employees and the Ryan 
Aeronautical Company during the week of 
November 7 through I 1 . Donations were 
made by both payroll deductions and direct 
cash contributions to the 42 welfare agen- 
cies represented by the combined Commun- 
ity Chest. 

LEGAL COUNSEL. A recent addition to 
the company was B. Kenneth Goodman, who 

assumed his new duties as legal counsel for 
the firm on November I . Goodman, before 
coming to the orgonizotion, was Deputy City 
Attorney of Son Diego. 

During his tenure as Deputy City Attorney 
he was in charge of revamping and modern- 
izing a number of Harbor Department leases 
which had grown obsolete through the years 
and of tightening city controls over tide- 
lands tenants. 

Prior to joining the city's legal staff, Good- 
man served as chief attorney for the Office 
of Price Administration in Son Diego. 

• The Military Air Transport Service took delivery in Seattle recently of its first new 
Boeing C-97 Stratofreighter, the C-97A. 

The 74-ton, double-deck cargo and troop carrier, one of 37 of this type scheduled 
for assignment to MATS, is to be assigned to its Continental Division at Kelly Air Force 
Base, San Antonio, Texas. It will be used in a pilot and crew training program. 

The C-97 can carry 134 fully-equipped troops or mixed loads of cargo and men. 
Used as an aerial ambulance the plane can transport 83 litter patients, their medical 
supplies and attendants. 

The Stratofreighter also features a bulbous radar dome which projects from the ship's 
nose beneath the control cabin. 


Its rear fuselage is built by Ryan. And Ryan exhaust systems are standard equipment 
on the C-97A and other Boeing planes. 

• Retractable aluminum skis which fit over the wheels of its regular tricycle landing 
gear are featured on the Navy's Lockheed "Neptune," designed for Arctic operations. The 
skis are tucked inside a fairing underneath the engine nacelle?. 

This P2V is specially fitted with super-sized heaters, a sun compass, special radio and 
radar for use near the magnetic poles, and additional fuel tanks for extra-long range 


• Secretary of Defense Louis A. Johnson had his first ride recently in a Piasecki HUP-1 
helicopter when one of the planes carried him from the Oceana Naval Air Station at 
Norfolk, Virginia to the huge carrier, USS Franklin D. Roosevelt, 5 miles off the 
Virginia coast, to attend the one-day "cross-education" program staged by the Navy. 

The HUP with the defense chief aboard landed on the carrier amidst ruffles and 
flourishes. As the pilot dipped the nose of the 'copter in an acknowledgment of the 
19-gun salute fired by the FDR's guns, Johnson stepped out of the Navy's new shipboard 
helicopter to be welcomed aboard by Secretary of the Navy Francis P. Matthews. Also 
present were the Secretary of Air Stuart Symington and Secretary of the Army Go:don 
Gray, together with all the members of the Joint Chiefs of Staff. 


• The Air Force awarded Convair several weeks ago a contract for 12 additional T-29 
navigational trainers. 

The new contract, amounting to approximately $5,200,000 for planes and spare parts, 
brings total orders for the T-29s to 48. The plane is based on the 40-passenger, twin-engine 
Convair-Liner commercial transport, and the trainer is to be used as a "flying classroom" 
for the instruction of navigators. 

The first Convair T-29 made its initial flight September 22, 1949, and has been under- 
going flight tests ever since. 


• The Douglas DC-4 transports operated by Braniff International Airways will be 
allowed to use "Jato" (jet assisted take off) when flying out of La Paz, Bolivia. Until 
this permission was granted by the CAA, Braniff was faced with the problem of trying 
to operate the DC-4s with reasonable payloads out of La Paz airport, which is located 
at a mountain altitude of about 13,500 feet. 

Braniff will be allowed to reload their own Jato bottles and will be permitted to 
keep an unused bottle mounted on the planes 100 hours before reloading it. 


DECEMBER 6, 1949 

VOL. 10, No. 9 

Vublhhed By 

Ryan Aeronautical Company, Lindbergh Field, San Diego 12, California 

editor Frances L. Kohl, an 

Don Doerr, chief photographe 

nd production editor Robert F. Smith, Navion news editor 

William Wagner, editorial director. 

Sec. 34.66, P.L.BcR. 


San Diego, California 
Permit No. 437 

RMHII Metal Products 


Exhaust Systems • Jet and Rocket Engine Components 







"•'wn A^ 


on the m 

THE high-flying Boeing Stratofreighters 
and Stratocruisers need strong, resist- 
ant hulls to withstand the inner cabin 
pressures required for high altitude opera- 
tion. To maintain a comfortable pressure 
within the plane at all times, the alumi- 
num body of the C-97 must be relatively 
"leak proof." Insuring the structural 
strength and a minimum leakage of the 
rear fuselage section of the huge aircraft 
is the problem of Ryan's pressure testing 
group in the plant's Boeing Assembly 

For the past year, Ryan has been build- 
ing the aft sections for the Boeing trans- 
ports, and part of the final check-out of 
the completed hulls has been to "put the 
pressure" on them so that they are deliv- 
ered to Seattle completely ready for mat- 
ing to the rest of the plane. 

"Putting the pressure" on every C-97 
fuselage is usually a four-day job. The 
fuselage sections are bolted to a large steel 
pressure plate, resembling a figure 8, 
placed in front of the fuselage. A rubber 
gasket around the inside edge of the plate 
also helps to hold air pressure inside the 
air frame, and at the rear of the fuselage 
is a pressure bulkhead, a permanent in- 

Members of Inspection Dept. 
watch operotor check flow 
of air into C-97 fuselage. 
Man with telephone headset 
checks with two men on the 
inside who hunt air leaks. 

stallation, which keeps air from entering 
the cabin or cargo compartment from the 
tail section of the fuselage. 

Two men, usually Ray Doherty and 
Frank Eisman, both station mechanics, 
are inside the fuselage after it has been 
tightly closed and testing is to begin. One 
of the men wears a headphone set to keep 
in constant communication with the out- 
side world, usually represented by Bill 
Leitch, who also wears headphones and is 
at the pressure testing gages and control 
valves in front of the pressure plate. 

As pressure is slowly built up inside the 
hull, leaks are detected by the men inside. 
Leaks are found at seams and joints where 
the outside skin is joined together by 
rivets, or sometimes around the huge 
cargo door areas, where the doors are at- 
tached to the frame of the fuselage. 

At the same time the men inside are lis- 
tening for pressure leaks, a man on the 
outside, using a listening device compar- 
able to your doctor's stethoscope, is care- 
fully going over all sections of the alum- 
inum skin and reporting any air escape 
areas to the pressure control operator. 

The structural strength of the ribs and 
skin of the fuselages is checked with 10 
pounds of air pressure per square inch. 
This is equivalent to the weight of a loco- 
motive on one of the cargo doors. When 
testing for leakage of air, 6 '/z pounds per 
square inch is forced into the fuselage. 
When inside pressure is constantly main- 
tained at an air leakage of 30 cu. feet per 
minute or less, the hull is OK'd as ready 
for shipment. 

Before this inside pressure can remain 
even, however, all leaks are plugged. Both 
Doherty and Eisman, inside the fuselage, 
are equipped with small hand pressure 
guns which squirt a fluid sealing com- 
pound around the seams or joints. This 
compound, known as "goop," hardens 
quickly and permanently on the inside 
aluminum skin to provide an air-tight 

Men working inside the fuselage report 
the only uncomfortable effects from the 
increased pressure of air forced in by the 
outside valves is the feeling of heat due 
to their pores closing. The pressure is 
slowly built up and slowly let off so that 
their ears don't "pop" as they are listening 
for any leaks. Two hours of testing is the 
usual time the men spend inside the fuse- 
lage and five pressure session runs includ- 
ing listening and applying sealing com- 
pound is usually necessary before the In- 
spection Department checks the hull out 
as ready for service. 

(Conthuied on page 16) 

(Above) Frank Eisman closes hatch on pressure plate preparatory to testing for 
oir leaks in C-97 fuselage section. When door is tight shut operator on out- 
side begins letting pressure into airframe. (Below) Bill Leitch, station mechanic 
in Boeing Assembly, watches dials closely. Gages show amount of air pres- 
sure at any given time within C-97 hull. Bill talks with men inside by telephone. 

October 9, 1949 

Dear Walt: 

In the language of the land, the L-17 is 
doing a "prima" job (that's good — means 
outstanding). You almost have to sec 
u'hat conditions these airplanes are oper- 
ating under to appreciate what a good air- 
plane the L-17 is — mountains, poor fields, 
lack of adequate maintenance facilities, 
unfamiliar aircraft, ueather and more — 
these are not proving much of an obstacle 
at all. 

SO begins one of the reports from 
Ryan's L-17 Navion Field Service 
Representative in Europe to Walter K. 
Balch, Airplane Service Manager. Field 

Jack Lucast, Ryan Navion 
Service Representative, re- 
ports the results of his 
two-month sojourn in Ger- 
many, Italy and Trieste. 

Serviceman Jack Lucast ended his hastily 

written letter with a 

P.S. Came across the Alps yesterday in 

an L-17 direct at 15,W0 feet and in tuo 

hours time from Salzburg, Austria. What 


Like every report on his two-month 
sojourn in Germany, and Austria, this one 
passed on to the people back at the factory 

the praise and plaudits of Army officers 
and men who are flying or servicing the 
L-17 Ryan Navions under the Army's 
European Command. It also enumerated 
some of the service and maintenance prob- 
lems the fast, four-place liaison plane 
meets with in its hard routine as a flying 
staff car, constabulary plane and dispatch 
courier linking various Army occupation 
force bases throughout the American 
zones in Europe. Other L-17s are seeing 
service in Japan, in Greece and with 
a military mission in Brazil. 

September 27, Lucast left San Diego to 
begin his trip abroad under a joint Army- 
Ryan field service arrangement which was 
to bring him a lot of gruelling work and 

• Left) Lucast conducts one of his typical three-day classes in maintenance of L-17s at the Erding Air Force Base, Erding, 
Germany. He conducted these classes at all of his thirteen stops. (Right I A U.S.A.F. mechanic applies some of his newly 
acquired knowledge on an L-17 hangared at the Erding Air Force Base. Notice the "No Smoking" sign left on after the war. 

a first hand view of conditions in Occu- 
pied Europe. 

After being briefed in Washington, 
D. C, by Captain M. J. Strok, who is in 
charge of organizing the ordnance main- 
tenance companies for Hght aircraft, by 
which most of the L-17s will soon be 
maintained, and meeting Major General 
Kirk, Army Chief of Ordnance, and Col- 
onel Crabee, Chief of Ordnance Field Ser- 
vice Division, Lucast was ready to go to 
Westover Army Air Base where he caught 
a MATS C-54 for the hop to Frankfurt, 
via Newfoundland, the Azores and Paris. 

At the European Command's headquar- 
ters in Heidelberg, an hour and a half 
from Frankfurt, Jack really began his 
work. Here, Major Lawrence Boulby, light 
aviation advisor for EuCom, worked out 
his itinerary, which included nine Army 
bases in Germany, three in Austria and 
Trieste, now a free city. At each of his 
13 stops, Lucast conducted maintenance 
schools for mechanics and pilots of the 
L-17. The classes, which usually lasted 
three days at each base, began at dawn and 
though oiScially ended by dinner time 
were more than likely to be continued at 
the officer's club or in a local bierstube 
until the wee hours, so avid were Amer- 
ican Army personnel to find out the full 
potentialities of the military Navions they 
were flying or servicing. 

(Continued on page 14) 

Lucast took this shot of the Air Liaison Detachment at Trieste. This typical group 
uses the L-176 Navion as o flying staff car, constabulary plane and dispatch courier 
linking various bases throughout American zones. Notice pressed steel strip runway. 

"Come across the 
Alps yesterday in 
on L-17B direct, at 
15,500 ft. and in 
2 hours time from 
Salzburg, Austria." 

Small in comparison with the C-54 shown in the background, but just as sturdy is 
this L-17B Navion used by the U. S. Constabulary, snapped at the Rhein-Moin Air 
Base at Frankfurt, Germany. Officers were picked up here for new assignments. 


All structural parts of the stainless 
steel exhaust manifolds, jet engine assem- 
blies and aircraft components which Ryan 
builds eventually come under the careful 
scrutiny of the Precision Inspection Sec- 
tion of the Ryan Inspection Department. 
All machined parts and parts which are 
subject to high stresses in their operation 
in an exhaust manifold, jet engine or air- 
frame are put "on the spot" by the men 
charged with the responsibility of this 
small but important section of inspection. 

The Precision inspection function is set 
up at the Receiving Department, Machine 
Shop and the Experimental Department. 
These three control stations handle the 
work, loads relative to contractual and 
engineering requirements and, at the same 
time, the General Electric J-47 jet com- 
ponents contract, due to the type of parts 
involved and tolerances specified, is han- 
dled by Precision Inspection personnel. 

Within a small, wire-enclosed area, in 
the center of the Machine Shop, is the 
bailiwick of George Tiedeman and his 
inspectors who perform all the various 
functions of modern precision inspection 
and who have the final authority as to the 
acceptability and usability of these var- 
ious components. 

A few of the many functions per- 
formed by this hard-working group are 
First Article Inspection at the various 
machines. Magnetic Inspection, Hardness 
Testing, Tool and Gauge Inspection and 
the Precision Inspection of the final com- 
pleted parts. There are many conditions 
which must be taken into consideration in 
the Precision Inspection of parts and as- 
semblies. These include dimensional toler- 
ances from the so-called "wide open" 
tolerances of plus or minus one thirty- 

An inspection check of the overall height of B-36 tail- 
pipe assembly is made by Wilbur Woodord in Jet Assembly 
Department. Height gauge used guarantees pipe's accur- 

George Tiedeman uses micrometer to check thickness of a 
6-50 manifold flonge. Variations of more than a few 
thousandths of on inch are not allowed on precision parts. 

Precision Inspection is tvorking for every Ryan 
customer. They knotv you'll put them 
'^On The Spot" if you get some- 
thing less than the best. 

(Left) Marion Rewicz of Precision Inspection runs on oil and iron oxide solution 
over Navion landing gear part. Port is between two electro-magnets and any 
break in the metal will attract iron particles to that orea. This magnetic machine 
is invaluable for spotting structural weaknesses in steel ports. ( Below) Bore gouge 
in inspector's hand checks accuracy of bore in stainless exhaust monifold flanges. 

In the Experimental Department Jim West, atop lodder, ond 
Harold Flint make sure alignment of Aerobee nose is perfect. 

second of an inch to critcial tolerances 
ranging down as low as plus or minus 
one ten-thousandth of an inch; the check- 
ing of precision threads for lead and pitch, 
critical angles, hole sizes, radii and con- 
tours of all descriptions. 

Other conditions which must be taken 
into consideration are those of surface fin- 
ished, internal structural quality as indi- 
cated by magnetic particle inspection and 
the various hardness tests used in the in- 
spection of materials. 

Precision inspection is maintained by 
this group on all small tools, gauges and 
fixtures to Insure that only those tools of 
known accuracy will be used to fabricate 
aircraft quality parts and assemblies and 
only such gauges and equipment which 

are beyond question as to accuracy will be 
used in the inspection of these critical 
parts. A complete record is kept of this 
inspection so that the status of any pro- 
duction tool or piece of inspection equip- 
ment is known at all times. 

A thorough shop background and a 
general knowledge of mechanics and air- 
craft requirements is a mandatory requi- 
site for the inspectors performing these 
operations. Each operator and inspector of 
magnetic inspection equipment is required 
to take and pass a very strict Army Cer- 
tification test prior to bring allowed to 
perform this type of inspection and must 
take an additional eye examination at 
least every six months, and only those 
(Continued on page 17) 

Arthur M. Thurston (center), superintendent of Indiana State Police, chats with Don Hood, (left), Indianapolis Ryan Novion 
dealer, before his pilot, Lieut. Earl D. Smith, leaves with Thurston on a flying trip to a distant speaking engagement. 

RECORD-BREAKING crowd of 175,- 
000 race fans rolled into Indianapolis 
on May 30, 1946, to attend the 500-Mile 
Speedway classic. A mammoth traffic jam 
resulted and the race was half over before 
all spectators were inside the six-foot fence 
surrounding the two and one-half mile 

When police and Speedway officials re- 
covered from the traffic headache hang- 
over, they went to work to find a plan 
that would insure the safety and comfort 
of future race crowds. 

Borrowing a trick from the Air Force, 
they adapted to traffic direction the "grass- 
hopper" spotting technique used in World 
War II. In 1947 a Navion, manned by an 
Indiana State Police pilot and observer, 
circled the area and coordinated traffic di- 
rection on the ground. 

A communications system installed in 
the plane established contact with traffic 
headquarters in the Speedway pagoda. The 

plane reported the number of approaching 
cars, congested areas and possible rerout- 
ing. By 8 a.m., three hours before race 
time, most of the fans were inside the 
gates. Since this initial run, the Navion 
has reigned as king of a king-size traffic 

The plane used at the 1947 race was a 
borrowed one and marked the first time a 
communications system of its kind had 
been tried in Indiana. State Police had em- 
ployed planes successfully in criminal 
chases, however, prior to the Speedway 




Indiana State Police 

In December, 1946, Herbert Smith, a 
veteran trooper, was shot and killed by 
four persons whom he had stopped in a 
stolen car north of Shelbyville. State PoHce 
borrowed a plane and several other private 
planes joined in the search for the killers 
who abandoned their car. One of the pri- 
vate planes sighted the fugitives and 
buzzed the cornfield where they were hid- 
ing. A trooper in a nearby patrol car un- 
derstood the signal and located and cap- 
tured the killers. 

Performances of the planes were so con- 
vincing that the department purchased a 
Navion on July 9, 1947. This plane added 
greatly to Indiana police services. A birds- 
eye view of ground situations has enabled 
troopers to control heavy traffic with com- 
parative ease and to track down criminals 
who otherwise might elude the law. 

Most frequent assignments for the fly- 
ing patrol are criminal chases and man- 
hunts. Between 40 and 5 flights have 

been logged on searches for bank robbers, 
escapees from prisons and jails as well as 
lost children. 

Mercy missions comprise other impor- 
tant flights for the plane. Life-saving 
blood plasma was rushed through the air 
to Terre Haute when a tornado hit the 
area in the spring of 1949. 

When the small town of Coatesvillc 
was leveled by a tornado on Good Friday, 
1948, the Navion was used to fly supplies 
to the stricken settlement. The plane's 
excellent performance in and out of small 
fields permitted rescue workers to land on 
the outskirts of the town although there 
was no airport closer than a half-hour 

Slow flight characteristics of the ship 
also make it adaptable for use in water 
rescue operations or in searches for drown- 
ing victims. 

Indiana State Police headquarters is ad- 
vantageously situated on a former air 
field. It's easier to walk out the front door 
and step into an airplane on the runway 
a few feet away than it is to walk several 
yards farther to the parking lot and step 
into an automobile. The location increases 
the speed in which disaster work and man 
hunts are executed. It also facilitates use 
of the plane in other varied activities of 
the department. These details include 
transporting prisoners and witnesses for 
trials and traveling to the Michigan City 
prison to question inmates, carrying sus- 
pects to and from headquarters when a lie 
detector test or another contact is re- 
quired, and chauffeuring Governor Henry 
F. Schricker of Indiana, the writer and 
other police officials to meetings and speak- 
ing engagements. 

We have found that traveling by air 
cuts time less than half and at the same 
time slashes expenses. As an example, let 
me cite the trip I made with our public 
relations officer, field operations captain 
and pilot to a convention of state and 
provincial chiefs of police in Niagara 
Falls, Canada, recently. The four of us 
attended all sessions of the convention and 
were back at our desks in three days. The 
trip would have required six days by car. 
Total cost for gas and oil was $24. 

In September, Lieutenant Earl D. Smith, 
executive assistant and chief pilot for the 
department, and I flew to a meeting of 
the International Chiefs of Police in Texas. 
Gas and oil for the trip cost $36. 

Movement of evidence in court cases is 
greatly expedited by use of the Navion. 
(Continued on page 16) 

Lieut. Robert H. Shields supervises the loading of his handcuffed 
prisoner into the department's Ryan Navion. Lieut. Earl Smith, 
pilot of the Indiana State Police, will fly him direct to trial. 


. ^^stocks are a place to put your savings, 

you'll get something out of them and 

you'll be providing jobs for others," 

says investor-stockholder 


I HE Heges live on top of one of the 
highest hills in the Southern California 
valley where Mr. Hege's avocado and 
lemon grove is situated. Near the small, 
inland town of Escondido, in the heart 
of the citrus and avocado belt, their grove 
covers approximately 20 acres. 

Mr. and Mrs. Hege gaxe out over their 20- 
ocre citrus and avocado grove from their 
hill-top ranch house in Escondido, Colif. 

It's a long climb up and down the steep 
hillside the Heges own, which is the kind 
of location on which avocados thrive, but 
Daniel C. Hege, retired bank official and 
present grove owner, makes it several 
times a day, to water or fertilize his trees, 
spray the lemons or pick the fruitful re- 
sult of his labors. 

"If you can call taking care of this 
ranch, with practically no outside help, 
'retiring,' then that's what I did in 1941," 
Hege says. "But I love this kind of work 
and I like this valley." 

"We think we have the finest view in 
the whole district," Mrs. Hege claims, and 
it is almost unbelievably beautiful. From 
the long terrace of their California ranch- 
style house, one can see Palomar mountain 
on a clear day and it is 3 5 miles away. In 
almost every direction one sees carefully- 
tended groves and irrigated pastures, hill- 
side-hugging ranch houses and sleek cattle. 

But their home is not the house of a 
tycoon of industry. It is a rambling, con- 
crete block dwelling of average size. There 
(Continued on page H) 

WHO m 

1500 otuners provide the 
m-oney for buildings, tools 

and materials tvhich are 
necessary to make jobs for 

Ryan's 13 00 employees. 

I \ Ryon stockholder recently remarked: 
"I wish everyone who works for a corporation 
would try to remember there ore such people 
OS stockholders and thot they are not a class 
of plutocrats. They merely are ordinary peo- 
ple trying to get some security for themselves 
out of whot they've soved through long, hard 

This one mon's summation of the position 
of the stockholder in a corporation probably 
echoes the feelings of countless shareholders 
in American corporations, both large and 
small. No matter how important the positions 
of the executives in a company, how vital 
the skilled craftsmanship of the company's 
workers, their jobs ultimotely depend on the 
overage American man or woman who has 
invested his savings in the company from 
which those executive or workmen earn their 

Stockholders are not "plutocrats," or 
bankers, or tycoons of unlimited resources. 
They ore for the most part the people who 
live next door, or drive the laundry truck, 
hove the form at the edge of your town, own 
the grocery or cosh your checks at the locol 
bonk. The few hundred or thousand dollars 
they hove set aside for their old age have 
been invested in American industry. The 
returns they make ore not something just 
handed them, but represent a small poyment 
for the use of the money which started and 
keeps the business going, and for the risk of 
their life savings they hove been willing to 
take because of their belief in a free enter- 
prise economy. 

The majority of America's stockholders 
ore not large investors. Twenty of Ryon's 
stockholders, picked alphabetically from the 
list of 1500, had holdings averaging 130 
shares. The highest was 600, the lowest 7. 


IS Vim 

They live oil over the country — Kentucky, 
New York, California, Massachusetts, Mex- 
ico — represent almost every type of occupo- 
tion. This random list of twenty included 12 
men, 7 women and only one brokerage firm, 
whose holding in turn is for several individ- 
uals who ore their customers. Seven of the 
20 shareholders had 25 or less shares each. 
Anyone con see from this that the average 
investor is not a large stockholder. But 
the millions of security issues, owned in two, 
five, ten or 100 shore blocks by small in- 
vestors, is the lifeblood of this country's eco- 
nomic system. 

Any large scale operation demands build- 
ings, tools and materials to begin its produc- 
tion. Those buildings and tools ore costly, 
the materials represent many dollars. To keep 
turning out airplane and metal oircroft 
products, thousands of dollars worth of 
equipment for each employee is necessary. 
No one man, or even a small group of 
wealthy men, could possibly finance a busi- 
ness on the scale of today's large aircraft 
foctories. But a vast group of people of 
moderate means can finance an airplane 
plant — or other business. 

When they do invest, they expect a rea- 
sonable return, in the form of dividends for 
the use of their money. They also expect 
the company to reinvest some of its earnings 
for additional machinery and materials in 
order to expand the company's operations 
and to keep its equipment and facilities mod- 
ern so the company will be able to get its 
shore of the available business. This plough- 
ing back of profits necessarily cuts down on 
the dividend earnings, but as a long range 
plan for assuring the stability of the com- 
pany — and providing jobs for its employees 
— it cannot be beot. 

No company could expand and grow with- 
out the money provided by its owners. Amer- 
ican industries must depend on the foresight 
and good business sense of its management 
and the hard work of its employees to keep 
the business financially solvent. They also 
depend for new investment capitol on the 
hard work of many Americans whose in- 
vested savings resulting from this work keep 
businesses growing. 


. . ^'it's a good idea for evtployees to own 
stock in the company they work for" 
says employee-stockholder 

CmPLOYEES are often stockholders, 
too. Take the case of Edward Oberbauer, 
onetime mechanic student at the Ryan 
School of Aeronautics and a 14-year man 
with the company — first as janitor, then 
mechanic, test pilot and final assembly 

Eddie feels, like many other Ryan em- 
ployees, that "it is a good idea for em- 
ployees to own stock in the company they 
work for. It gives them more interest in 
their work and their company. Employee- 
stockholders strive harder for real produc- 
tion efficiency; they try to keep down ex- 
penses when they know the security of 
the savings they've invested in the com- 
pany depends to some extent on their 

Like most of the Ryan people, Eddie 
has a tremendous love of airplanes and the 
aircraft industry. Lindbergh's flight in the 
Ryan-built "Spirit of St. Louis" sparked 
Eddie's enthusiasm for the rapidly advanc- 
ing field while still working for his father 
on a Montana farm. 

A year later, his eye on the sky, he be- 

gan corresponding with T. Claude Ryan 
about the chances of entering the struggl- 
ing aviation school Ryan had in San Diego. 
But the depression following 1929 kept 
Eddie down on the farm, helping out his 
family's finances, until he finally saved 
enough money in 193 5 to make the trip 
to San Diego. 

(Continued on page 1 X J 

•^^M 1 

The whole Oberbauer family hod o share in 
helping to build their adobe home while 
living temporarily in a small board house. 


Seen in Ryan's Experimental Department is 
an almost completed Aerobee sounding rocket 
being ossembled for Aerojet Engineer- 
ing Corp. Ryan builds the main rocket 
body, tail cone, shrouds, booster, fins 
and fairings for this 3000 m.p.h. rocket. 

A line-up of Aerojet Aerobee sounding 
rockets at the Aerojet Engineering 
Corporation factory at Azusa, Califor- 
nia. This photograph shows the Aerobee 
in the configuration in which it is in 
when it reaches its zenith — 75 miles. 

With Aerojet's famed 3 000 m.p.h. Aerobee rocket, 

-we may soon learn some of the secrets of 

cosmic rays and other unknotvn facts 

of the upper atmosphere. 

LATEST name to be revealed as associ- 
ated with the list of those making 
major contributions to manufacture of 
the 3000 m.p.h. Aerojet "Aerobee" high 
altitude sounding rockets is that of Ryan 
Aeronautical Company. Because of the 
company's position as leading fabricators 
of stainless steel components for high tem- 
perature aircraft uses, we have for more 
than a year been building most of the 
assemblies for the pencil-thin rockets ex- 
cept the propulsion unit and fuel tank. 
The Aerobee is the most widely used 
American-built sounding rocket. 

The latest research project with Aerobee 
rockets got under way last fall at Hollo- 
man Air Force Base at Alamogordo, New 
Mexico. There the Air Force will use the 
latest Ryan-built Aerobees for a two-year 
high-altitude study of cosmic rays, 
meteorology, radio characteristics and 
other unknown facts about the physics of 
the thin, upper atmosphere. When all data 
from this upper-atmosphere research pro- 
gram has been evaluated it will be used 
by the Air Force in evolving the design of 
guided missiles, in determining the rela- 
tion between solar activity and weather 
changes, and as basic atmospheric infor- 
mation to be used in the guided missiles 

Experience with the 60 rockets to be 
fired at Alamogordo is expected to not 
only furnish new information about con- 
ditions 75 miles above the earth, but will 
also supply technical data on which fur- 
ther developments will be based. The new 
project is an expansion of similar tests the 
Army has been conducting with German 
V-2 rockets at the White Sands, New 
Mexico, proving ground. The Aerobee 
rockets are smaller, simpler and cheaper 
missiles than the huge, complicated V-2's. 

Since the launching of the first Aero- 
bee rocket on March 5, 1948, at White 
Sands, the missiles have twice hit the head- 
lines. First was the fall of that year when 
automatic cameras mounted in one of the 
rockets took 200 pictures at 1 '/2 second 
intervals from up to 70 miles high, show- 
ing curvature of the earth and land areas 
of the western United States 1400 miles 
in length from upper Wyoming on the 
north to deep into Mexico on the south. 

Then, last March, two Aerobee rockets 
were fired from the deck of the U.S.S. 
Norton Sound, a Navy seaplane tender 
fitted especially for launching guided mis- 
siles from her broad after-deck far out 
at sea in safe, isolated areas. 

Data recorded by instruments carried 
by the Aerobees were telemetered to two 
accompanying destroyers with elaborate 
electronic equipment for receiving the 
scientific information. Both destroyers and 
the Norton Sound tracked the flight of 
the rockets with radar. 

Principal data gained at the time of 
these firings, to an altitude of 65 miles 
at a location 700 miles in the Pacific off 
the west coast of South America, con- 
cerned cosmic ray intensity and terrestrial 
magnetic fields at high altitudes near the 
geo-magnetic equator. 

The Aerobee was developed originally 
for the Navy Bureau of Ordnance by the 
Aerojet Engineering Corp. of Azusa, Cali- 
fornia, a subsidiary of The General Tire 
& Rubber Co., Akron, Ohio, from which 
(Coiititiiicii 071 page 20) 

An Aerobee rocket leaves the launching 
tower at White Sands Proving Ground, New 
Mexico. This is port of a two-year high- 
altitude study about unknown facts of the 
physics of the thin, upper atmosphere. 


Novions fly from this snow-covered field at Stibnife, Idaho, the year round, often when all roads are blocked. 
A snow plow keeps the runway clear in order that planes con bring in personnel and supplies for the mining 
firm whose smelters bound the landing strip. Novions operate dependably despite snow and 6,500-foot altitude. 

When WIMR tomes 

Winter need not mean an end to business and 

pleasure flying for Navion otvners, as tvas 

demonstrated in the Great Blizzard of '49 

RADIO commentator Drew Pearson 
may recently have gotten himself out 
on a limb — which could break under the 
weight of this winter's snows. In his 
famous "Predictions of Things to Come," 
Pearson forecast a mild winter this year. 
But, even if this winter should follow 
the pattern of last year's terrific blizzards, 
Navion owners will find themselves flying 
when many other planes are grounded. 

One of the most useful qualities of the 
Navion is its unique ability to operate 
efficiently from rough, unimproved fields 
in deep snow or mud, even in strong cross- 
winds. Mature judgment demands that no 
pilot should take undue risks during ad- 
verse weather, but very often Navions 
can be flown safely under conditions 
which limit surface travel and other air- 

Just what is it about Navions that 
keeps them "on the job" working all win- 
ter? No one thing, say Ryan engineers. 
Rather it's a combination of many desir- 
able characteristics about Navion's landing 
gear, flaps, rugged construction, stall- 
resistant wing and visibility. 

Because the Navion can take off in 
a tail-low attitude, the nosewheel lifts 

Wintertime is work time for the Navion 
belonging to Roy Holvorson, Minnesoto 
Christmas tree grower. His plane helps 
him survey, plan cutting and supervise. 

quickly, making deep snow take-offs easy. 
The rugged nosewheel also prevents nos- 
ing over on rough field landings, and 
because it's steerable, the nosewheel gives 
positive directional control even on icy 
runways. Too, Navion's equalized heavy- 
duty hydraulic brakes are used only for 
stopping the plane rather than for steer- 

The husky tricycle gear, and high 
ground and propeller clearance, get the 
plane in and out of snow-banked fields 
with ease and greater safety, while the 
wide wheel tread and oversize tires make 
for better ground handling in soft snow, 
mud and slush. 

The roomy, rain and wind-sealed cabin, 
and heater for short-sleeve comfort in 

Robert Rice, Chief Pilot for Wien Alaska Airlines, uses his Navion for flying 
cargo into the Alaskan interior, where dog teams ore only ground transportation. 

Crocker Snow, Massachusetts Director of Aeronautics, commutes by Navion each win- 
ter workday morning from his farm in Ipswich, Mass., to his Boston office. He uses 
this Fordson tractor and wooden roller to compact the heavy snow on his runway. 

Grocery drops to marooned farm 
families were part of the mercy 
work done in a Navion last winter 
by Edward Kooper (left) and Nor- 
man Watson of Alliance, Nebraska. 

sub-zero weather, make for physical com- 
fort to match the mental comfort of fly- 
ing a Navion. In the air, the Navion's safe 
slow-flying characteristics and 360° vis- 
ibility are especially valuable in marginal 
weather. Take last winter when a series 
of great blizzards paralyzed most western 
plains states. 

Snow depths around Alliance, Nebras- 
ka, were from two to 20 feet. Wind 
velocity was often above 60 miles an hour. 
Hundreds of cattle on large ranges per- 
ished early in the storm, and thousands 
more faced a similar fate. Human lives 
were lost, and many were miraculously 
saved — often through the efforts of Ryan 
Navion owners like Edward Kooper, Jr. 

Almost every day Kooper was in the 
air flying food and medicines to ranch 
families, directing ground rescue crews, 
(Continued on page 21) 

"The Navion is a winter flyer's plane," says Denis E. Sullivan Jr. The prominent 
Chicago attorney and his wife have flown cross-country to California and have re- 
turned in the worst of winter, operating from fields covered with ice, snow and mud. 



(Continued from page 3) 
And Jack gave them the straight dope. 
He found in a few instances that spare 
parts replacements, many of which had 
been misplaced in transit to Europe, were 
grounding the L-17s. He also flew with 
numerous liaison pilots in the Navion and, 
pointed out the amazing short field per- 
formance of the plane which the pilot's 
had not realized, due to their unfamiliarity 
with the aircraft. 

"They were amazed at what the L-17 
could really do when handled right," Jack 
said on his return to the factory. "On sev- 
eral demonstration flights made after I 
showed them a few new tricks, Army ob- 
servers couldn't believe the Navion was 
so versatile." 

Before making his trip to occupied Eu- 
rope to instruct maintenance personnel, 
Lucast had conducted four, three-week 
classes at the Ryan Aeronautical Company 
for maintenance crews on the L-17s in 
use by the Army and National Guard 
units in this country. In short, he is an 
expert on the proper approach to a Navion 
to get the most from it in top perform- 

And top performance is what the plane 
needs to operate under the rigorous con- 
ditions of Army constabulary and tactical 
air bases in the occupied countries. The 
weather was almost constantly rainy. Fog 
and mist often made visibility practically 
nil, but the L-17s fly in all weathers. 

The fields, with the exception of the 
one at Stuttgart, are all either gravel or 
pressed steel strips known as P.S.P. The 
pounding the landing gear takes, Lucast 
observes, is something fearful. High alti- 
tude flying, like his trip from Salzburg to 
Trieste, over the Brenner Pass and Inns- 
bruck, is almost an everyday occurrence. 
When the Army has need for a fast mes- 
senger service, flying staff car or cargo 
carrier they wheel out the L-17s. "I was 
amazed at how much the normal gross 
load of the Navion could be exceeded and 
the plane still fly out of small fields with- 
out apparent hazard," Lucast observed. 
"The only flying trouble I encountered on 
my entire stay overseas was during the 
one flight I made in an Air Force transport 
plane. During a Ground Control approach 
landing in very low weather at the end of 
a flight from Erding to Frankfurt the 
pilots had trouble getting the plane down. 
There were no troubles during the numer- 
ous L-17 flights I made, even in the worst 
fog or rain." 

Not all the trip was hard work, despite 
the long days spent instructing, and dem- 

onstrating the L-17. Jack found, unlike 
C. L. "Frenchy" Foushee, Ryan Metal 
Products Sales and Service Representative 
who preceded him to Europe as factory 
consultant on exhaust manifolds used by 
the Berlin Airlift planes, that most Ger- 
man and Austrian restaurants, theaters, 
night clubs and music halls were no longer 
"off limits" to American military and civil 

In Heidelberg, where he was billeted in 
the Army-requisitioned Hotel Europa, he 
had excellent food, good wine and beer. 
Heidelberg provided a sightseer's paradise 
for Jack during three days at the end of 
his tour of L-17 maintenance and opera- 
tion bases when he had some free time. He 
went through the famous castle overlook- 
ing the Neckar River, looked in on a few 
night spots ("where the entertainment 
was very poor") and visited the famous 
Red Ox Inn, an old University of Heidel- 
berg student hangout and beer parlor. 

Unfortunately he had only one day in 
Vienna, and wasn't able to see much of 


George Tiedeman intently aligns sil- 
houette of a manifold part with a 
master shadow outline on the ground 
glass plate of the comparator machine. 
This invaluable aid to Precision Inspec- 
tion shows instantly if a part is too 
large or too small, or if its sizing is 

Complicated testing apparatus like 
this comparator give the men in the 
Precision Inspection Division of the 
Inspection Department the information 
they need to evaluate the strength of 
important manifold or airplane struc- 
tural parts. Their vigilance in this 
group is an important safety factor for 
Ryan metal products and Navion cus- 

other cities like Wiesbaden and Salzburg, 
where instruction classes took up every 
available moment. 

His trip into Vienna, by Navion, was a 
hair-raiser. The landing was made at night, 
in bad weather, and the landing strip the 
Army uses there is only 2400 feet long, 
entirely of gravel. Two-thirds of the way 
down the runway there is a 43 -degree 
turn and the plane had to make a hard 
right swerve to negotiate it. "Only know- 
ing the easy handling characteristics of 
the Navion saved me some gray hairs," 
Lucast commented. 

In Bad Tolz, Germany, he saw the "Fes- 
tival of Horses," a day-long parade of 
draft animals, gaily decorated and gar- 
landed for their appearance at church 
where they are blessed for the hard work 
and faithful service they have given their 
masters during the preceding year. The 
State Opera performance of "Der Rosen- 
kavalier," in Stuttgart, found the Ryan 
Field Service Representative in the large 
audience as did an all-Beethoven concert 
in Heidelberg. "German audiences take 
their music too seriously," Jack observed. 
"Most of them hardly moved throughout 
a two-hour program and I was afraid to 
cough for fear I'd get the cold stare." 

The Germans in all the cities Lucast 
visited appeared reasonably well victualed 
but rather poorly dressed. Only at the 
opera did he see any semblance of gaiety, 
for there a few of the women were in eve- 
ning clothes. Lucast doesn't know where 
the up-to-the-minute gowns came from. 

Although Jack grew up in a small, Ger- 
man-speaking community in Wisconsm 
and had several years of the language in 
high school, he found that his Deutsch 
was a little rusty when he first tried it 
out abroad. 

But he was able to ask directions and 
usually understood what was being said 
by German mechanics at the Army air 
fields as well as the other civilians he en- 
countered at hotels, restaurants and on 
sightseeing tours. 

The Occupation Forces, according to 
Lucast, are in top shape. Frequent maneu- 
vers and tactical problems keep the men 
and officers constantly on the alert. Morale 
and a general slackness prevailing immedi- 
atelv after the war has been drastically 
changed so that America's Army and Air 
Forces abroad are now in excellent form. 

Helping to keep the Army functioning 
smoothlv and contributing their bit to- 
ward efficient staff' and policing operations 
arc the Ryan Navion L-17 liaison planes, 
whose daily usage helps bridge the distance 
between widely separated areas of com- 
mand. In Japan, too, the L-1 7s are aiding 
the military in its job of democratizing 
and rebuilding a former enemy nation. 



Uufortuuatcly we don*t have the opportunity to show many readers through the Kyan factory, 
but jve can ask you to join us in this cotuvin while we go through the plant and meet some of the 
people who help make Ryan a better place to work. 


Harold B. Fisher, Turret Lothe Oper- 
ator, is "President" of his own company 
besides working in the Machine Shop. 

The factory which Fisher heads is un- 
doubtedly the smallest one on record. It 
measures 6 by 6 feet. To be more exact, 
it's a child's playhouse and from it Fisher 
guides his family in making a unique re- 
volving Christmas Tree angel. 

Fisher's ingenuity and industrious work 
all last year paid off in his being granted 
a patent for his Christmas Angel. Several 
downtown San Diego stores featured them 
in their windows. 

The angels pictured above (right) are 
iOVi inches tall, revolve slowly while 
their golden wings sway back and forth. 

Each of the 200 angels in production for 
the Christmas Season just passed is 
equipped with a telechron motor. 

"By this time next year," Fisher says, 
"I hope to have a shop large enough to 
manufacture the angels in quantity." 

The "Board of Directors" of this fam- 
ily company are Mrs. Fisher; his four 
daughters, Shirley, 17, who resides in 
Wisconsin; Irene, II; Beverly, 9, and 
Linda Mae, 7. The last three live with 
their parents at their Pacific Beach resi- 
dence. Fisher gives all the credit to his 
"Board of Directors" for doing most of 
the assembly line work. 

Fisher has been a Ryan employee for 
two years. 




Kelley's 1 5 years with Ryan wos recog- 
nized during the Christmas week with the 
presentation of a diamond service pin by 
T. Claude Ryan, president. Starting out 
in 1934 as a mechanic, Kelley worked 
his way up through various assembly de- 
partments to a position as Foreman in 
1940. Since then he has held important 
supervisory posts including Night Super- 
intendent. At present, he is Foreman of 
the Boeing Fuselage Assembly depart- 

Known to old-time Ryan employees as 
a "hot man on the skins" — drummer, 
that is — Kelley joined a select group of 
senior employees when he received his 
1 5-year service pin. Only older employees 
ore founder-president Ryan, Earl D. Prud- 
den, vice president; H. J. Van der Linde, 
airplane production superintendent; Wal- 
ter O. Locke, assistant to the president; 
M. E. Thompson, change control adminis- 
trator; and Will Vandermeer, chief of en- 
gineering laboratory. 

Twelve other employees received 10- 
year service pins on the same occasion. 

Daytime aircraft inspector; nighttime 
actor; week-end pilot. That might well 
serve as a thumbnail biography of Jock 
Chess, 9 '/2 year veteran employee of the 
Ryan Aeronautical Company. 

Starting two years ago with the Alpha 
Omega Society's drama club as an ama- 
teur. Chess graduated to roles with the 

Town and Country Players of La Mesa 
and most recently had played roles in 
three productions of San Diego's Globe 
Theater Community Players. During the 
Christmas Season, Chess played the part 
of the Town Crier in Dickens' "Christmas 
Carol," the role in which he is photo- 
graphed here. 

PAID A VISIT. Ryan's lOO-member 
Management Club likes to get out and 
see what other plants and other super- 
visory personnel are doing in other indus- 
tries. Such a fact-finding tour was the 
recent visit members paid to the nearby 
Notional Steel and Shipbuilding Corp. 
Here Ryan supervisors get a look at the 
undersea side of one of San Diego's famed 
tuna clippers. 

More and more, the editor is hear- 
ing from Navion owners about their 
planes and flying experiences. Typical 
is this picture and information on use 
of the Navion as a valuable business 
tool received from S. W. Yoder of Los 
Angeles, California. No doubt other 
owners who haven't written us might 
like to do so. The RYAN REPORTER 
is interested in hearing from all Nav- 
ion pilots and in the future will turn 
over this page to owners contributing 
your experiences and comments. Send 
them along. Just address Editor, Ryan 
Reporter, Lindbergh Field, Son Diego 
1 2, California. 


"I can't help but drop you o note to tell 
you how pleased I om with my Ryan 
Novion," says S. W. Yoder, president of 
Yoder Manufacturing Company, whose re- 
cent letter is responsible for starting this 
new "to the editor . . . FROM NAVION 
OWNERS" column. 

"I consider it one of the most valuable 
assets in our business of making and market- 
ing automotive and bicycle horns and other 

hardware. From our Los Angeles headquar- 
ters, I cover over 50,000 miles a yeor by 
Navion, keeping in contact with our dis- 
tributors and soles organization. 

"To keep abreast of changing conditions, 
it's imperative to keep your finger on the 
pulse of the industry. Even telephones and 
telegrams are sometimes too slow. Speed is 
the keynote for successful operations these 
days. This is just on example. Yesterday one 
of our suppliers 200 miles away phoned to 
soy he ran into difficulty on one of our jobs. 
Rather than 'sweating it out,' I jumped into 
my plane, which is kept at a field just five 
minutes away from the plant. I visited my 
source, straightened out the difficulty, and 
was back at the office the some day in time 
to sign my mail. 

"Because of my limited time I can cover 
cities much faster than by scheduled airlines 
because I con take off as soon as my business 
is completed and I do not hove to wait for 
reservations. Too, I get greater coverage 
because the Navion allows me to contact 
places away from airline routes. 

"As soon as soles start to drop off, I jump 
into my Novion and coll on my representa- 
tives, and work with them calling on old and 
new accounts. This meets with o great deal 
of success in building soles. 

"I like the Navion particularly because of 
its ability to get in and out of small fields. 
The main reason I chose o Navion was be- 
cause of its safety and ease of flying for a 
business man who has o lot on his mind and 
does not fly regularly. I hove found my Nav- 
ion to be the most pilot error forgiving plane 
made. I feel that any business man con learn 
to fly one safely in a very short time." 

ON THE C-97 

(Continued from page 1 ) 
Leitch, in addition to controlling air 
flow and watching the air gages for in- 
formation on the rise and fall of pressures 
inside, keeps a chart which shows the rise 
of pressure per square inch and the fall of 
the leakage curve as the two are brought 
into balance by seam and joint sealing. 

Pressure testing is exacting work. It 
calls for a trained ear and eye on the part 
of the men inside the fuselage as well as 
on the outside. Once the door on the pres- 
sure plate is closed and the air begins flow- 
ing into the hull through the vent con- 
nected with the factory's overhead air 
lines the men must work fast but care- 
fully, checking and sealing. Otherwise, 
completed fuselage sections, lined up ready 
for testing, would be thrown off schedule 
on their way to Boeing's factory for com- 
pletion of C-97 assembly. 

Leitch, Doherty and Eisman really 
know how to "put on the pressure," under 
the supervision of Roy Ryan, Assistant 
Boeing Foreman in charge of this final 
operation. Their listening and plugging 
results in a safe aft section on the Strato- 
freighters or Stratocruisers now much in 
demand by the Air Force and commercial 
airlines. The comfort and safety of crew, 
passengers and cargo aboard Boeing planes 
depends in large measure on the good job 
the pressure testing group does with its 
headphones, sealing fluid guns and air 


(Continued from page 7 ) 
In important trials evidence is sometimes 
discarded because too many persons have 
handled it and identity cannot be estab- 
lished beyond doubt. Employing the plane, 
a technician can fly to the scene of the 
crime, pick up the evidence, fly back to 

headquarter's laboratory, examine the evi- 
dence and take it to court himself, leaving 
no loopholes in the case. 

The plane also is used in reconnaissance 
fashion to photograph disaster scenes and 
to check on large traffic control projects 
such as the Speedway and the State Fair. 

Five hundred hours were logged on the 
first Navion, a North American, before 
the blue and gold State Police insignia was 
transferred to a second Ryan Navion 
model last July. In six weeks, 100 hours 
for a total of 14,000 miles were registered 
on the new plane. 

Lieutenant Smith estimates that 300 
miles or about 2 V2 hours a day was an 
average flying schedule for the first Na- 
vion. However, he adds that the new 
plane is being used much more than the 
first one because it is faster and more 
adaptable to policing. Lieutenant Smith 
lists the factors making the second plane 
more satisfactory as follows: 

1. The 20S-horsepower engine which 
gives better performance than the 18 5- 
horsepower engine out of small fields. 

2. The enamel paint finish which 
doesn't require as much maintenance. 

3. A full instrument panel and flares 
for night operation. 

4. An auxiliary gas tank which gives 
greater range than before. 

5. Sound-proofing which permits bet- 
ter radio usage. 


There's another "Ryan Navion" fac- 
tory besides the one at San Diego. This 
model plant is located at Morgantown, 
West Virginia, and is known as Christie 
Batlas & Co. 

Right now Batlas is manufacturing 
several hundred Navions for Ryan dis- 
tributors. Unlike those coming from 
the Ryan Aeronautical Company fac- 
tory, Batlas' production is of planes 
with only 10-inch wing span. But, like 
Ryan's Navions, his are equipped with 
ash trays — in fact they're the main 
reason for the Batlas Navion model. 

Authorized Ryan Navion distributors 
can supply the models to interested 



(Continued from page 5 j 

with perfect eyesight are allowed to con- 
duct this important inspection. 

For the benefit of those to whom mag- 
netic inspection is unfamiliar, this type 
of inspection is performed to find hair- 
line cracks and discontinuities, both sur- 
face and sub-surface, in critical or high 
stressed steel parts or assemblies. The prin- 
ciple of this inspection is basically that 
of the old high school physics experiment 
with a magnet and iron filings, wherein 
the iron filings will bridge the gap be- 
tween the unlike poles of the magnet. 

In aircraft application this condition is 
brought about in the part under inspection 
by placing it in a magnetic field or mag- 
netizing the part by passing a high amper- 
age current through it and pouring over 
the part a solution of light oil and mag- 
netic iron oxide. Cracks or sub-surface 
indications will be shown by a definite 
pattern on the surface of the material. 
This requires considerable training and 
experience on the part of the magnetic 
inspector to correctly interpret these in- 
dications and to prevent unsatisfactory 
parts from going into an assembly or 
satisfactory parts from being sent to Ma- 
terial Review. Marian Rewicz, who has 
been with this company for some time, is 
the man responsible for conducting mag- 
netic inspection in the highly efficient 
manner for which Ryan is proud. 

Many other articles of modern inspec- 
tion equipment are in constant use in 
Precision Inspection such as the super- 
accurate master micrometer, comparators, 
angle computers and similar equipment. 
The comparator, which is an invaluable 
tool, can best be described as a highly mag- 
nified, extremely accurate shadow picture 
of a part cast upon a frosted glass screen 
where it can be matched with accurate 
templates. Many precision inspection re- 
quirements which cannot be met by any 
other method are accomplished by using 
this type of equipment. 

Most, but not all precision inspection 
is carried out in this one area. Jet Engine 
Tail Cones and other Jet Engine Assem- 
blies are inspected to very close tolerances 
in the Jet Assembly Department. The 
same close tolerances as found on normal 
machined parts are held in the width, 
height and circumferences of these pre- 
cision assemblies, using the finest available 
equipment and the latest production in- 
spection methods. 

In the Experimental Department also, 
closely machined parts for the Ryan XQ-2 
jet-propelled pilotless target plane and the 
famous Aerobee Sounding Rocket are. 
checked with the same accuracy and care 
that the jet engine, manifold and airframe 
parts receive. 


Prices Start at $9485 

< Utility 205 « De Luxe 205 <« Super 260 

Three models ranging in price from 
$9,485 to $13,985 will comprise the 
1950 line of Ryon Navion planes, new- 
est addition to which is a new low-price 
Navion, the "Utility 205" model. 

Previously, plans were announced for 
production of the new 170 mph. Lycom- 
ing-powered "Super 260" Navion early in 
1950 as a companion plane to the Con- 
tinental-powered model which Ryan has 
been building since 1947. 

Deliveries of new 1 950 models of the 
205 h.p. "De Luxe" and "Utility" planes 
started immediately after the first of the 
year. Ryan distributors have also begun 
to book advance orders on the "Super 
260" Lycoming models which will begin 
coming off the production line in late 

Price of the "Utility 205" has been 
established at $9,485 f.o.f. the Ryan fac- 
tory at Son Diego. This is $1,500 less 
than the "De Luxe 205," which has been 
the only model previously offered, end 
mokes it the lowest priced airplane of 
comparable type by a wide margin. 

The new utility model is powered by 
the same Continental 205 h.p. engine 
and has the same outstanding perform- 
ance as the De Luxe model. It is expected 
that the utility plane will prove especially 
popular with prospective stor mail route 
operators, charter and air freight services, 
ranchers, farmers, contractors, oil men, 
mining companies and others where rug- 
ged utility and low cost for maximum per- 
formance with up-to-date equipment are 
the important factors. 

The "Utility 205" hos exactly the same 
proven airframe and engine as other Na- 
vion models and is mode to the some 
quality on the regular production line. 
The only difference is that the accessor- 
ies furnished are limited to those cus- 
tomarily supplied on standard type air- 

For example, the interior furnishings 
and instruments are less elaborate than 
in the De Luxe model. An RCA model 
116 high-quality radio with 6-channel 
VHF transmitter is standard as in the 
De Luxe model, as is the power hydraulic 
equipment for landing gear and flap 
operation. The "Utility 205" also carries 
the famous Ryan high gloss enamel finish 
in attractive Desert Tan at no extra 
charge. The buyer of the utility model 
may choose any specific additional acces- 
sories he wishes and have them added as 
optional equipment, but is not required 
to take any he does not desire. 

The general reaction among potential 
customers with whom Ryan has discussed 
the new Utility Navion seems to be that 
it is a lot of airplane for the $9,485 price 
tag and fills a long felt need. 

The De Luxe model, which Ryan has 
vastly improved during its two years of 
production, has been further refined for 
1950. Most important is the installation 
of manually controlled engine cowl flaps 
as standard equipment. These cowl flops, 
together with the cylinder heod tempero- 
ture gauge which has been added, will 
ossure even more reliable engine opera- 
tion. The flaps will provide greatly im- 
proved engine cooling, particularly in the 
climb, while the cylinder head tempera- 
ture gauge will minimize the possibility 
of pilots overheating their engines. 

In addition, the 1950 De Luxe models 
will be offered in three striking new colors 
— Ceramic Red, Gala Green and Coastal 
Blue. Flexible hose has replaced rigid 
plumbing to flap and nose gear actuating 
cylinders. Better radio performance has 
been assured by adding fin-to-elevator 
antennae to that previously provided from 
fuseloge to fin. A new cabin air intake 
arrangement now gives increased fresh- 
air circulotion and better ventilation. 

In the Receiving Inspection Depart- 
ment a great number of parts, varying 
from the smallest screw to the largest 
rocket nose, which are made by Ryan's 
many vendors, are checked by the preci- 
sion inspectors in that area. So wide and 
varied are the requirements in this area 
that practically every type of inspection 
equipment presently in use in the aircraft 
industry is used to insure that parts re- 
ceived meet Engineering and Ryan stand- 
ards of quality and workmanship. 

This small but invaluable group of care- 
ful workmen within the larger frame- 
work of the Inspection Department know 
that customer acceptance and the personal 
safety of thousands of pilots, aircraft 
owners and passengers is in their hands. 
Every aid which modern Ingenuity has 
devised to check the strength and usabil- 
ity of aircraft parts and assemblies are 
employed by this select group in their 
daily work. In this type of inspection 
there can be no compromise with quality. 



(Continued from page 8) 
is a laundry room in the basement where 
Mrs. Hege does the family's clothes, as she 
does most of the other household work. 
The kitchen is their pride, for it incor- 
porates their own ideas of convenience and 
comfort. There is a fireplace in one corner. 
An old studio couch where Dan Hege can 
take a nap after lunch contrasts with the 
gleaming enamel electric stove and refrig- 
erator. It probably doesn't resemble the 
kitchen in the farm home in Kansas where 
Hege was born and reared during the early 
part of this century, but it is a typical, 
ample ranch home kitchen of 1949 and 
represents the careful planning and saving 
of two typical Americans. 

Like millions of other Americans, the 
Heges are stockholders; investors in the 
economic system which made their electric 
stove and refrigerator possible, put a car 
in their garage. What makes them of in- 
terest in this article is that they are Ryan 

Since 1939, Daniel Hege has owned 100 
shares of the company's stock. "Claude 
Ryan's record looked good to me," he says 
in explaining the reason for his purchase," 
"and I thought the company would be 
good, too." 

Hege seems to have no regret of his 
purchase, for he has held it for the past 
10 years and plans to continue as a part 
owner of Ryan Aeronautical Company. 

The couple also hold shares in several 
other companies and think stock invest- 
ment is a sound way to employ one's sav- 
ings. As Hege sees it, "It's a place to put 
your savings; you'll get something out of 
it and you'll be providing jobs for others." 

Because of his Kansas youth, Dan Hege 
is a great admirer of William Allen White. 
Like that famous small town newspaper 
editor with his individualistic approach 
to American life and politics, Hege is also 
a great believer in "furnishing your own 
security with your own energy and fore- 

He shares many of the late Mr. White's 
critical views on Socialism and the welfare 
state and believes government "deficit 
spending" is a sure way toward those twin 
evils. His own thrift has resulted in a 
beautiful, productive property which he 
has built up to a high level of fertility dur- 
ing the eight years he has owned it after 
leaving the Security-First National Bank 
in Los Angeles. 

"And I like ranching," Hege said as 
he gazed out over the Escondido valley. 
"A ranch is a good place to rear children, 
too. I don't think our son Malcolm would 
have had the fun living in a city he does 
out here. There is always something for 
him to do around the place. It keeps 
thirteen-year-olds out of trouble." 

Yes, Hege likes working in one of the 
country's most financially risky enter- 
prises: citrus and avocado growing and 
marketing. He likes being a small investor 
in several other enterprises, too. But most 
of all he enjoys "furnishing his own se- 
curity through his own energy and fore- 
sight," like millions of other stockholders 
and Americans. 


Ryan Aeronautical Company lost the 
valued counsel of a member of its 
Board of Directors and one of its orig- 
inal stockholders with the unfortunate 
passing in December of Frank N, Phil- 
lips, Providence, Rhode Island, indus- 

In 1931, on incorporation of the com- 
pany, Phillips became the first financial 
backer, other than T. Claude Ryan, of 
the new enterprise. At that time he was 
the only outside shareholder, having be- 
come acquainted with the organization's 
activities as a result of a visit to San 
Diego with his son Don, who was a stu- 
dent at the Ryan School of Aeronautics. 

Phillips maintained and increased his 
personal and financial interest as time 
w^ent on, and w^as named to the Board 
of Directors in 1943. His counsel and 
advice was always a valuable asset to 
the company. He spent his life in the 
steel and wire business where he was 
greatly respected for his fine personal 
qualities, leadership and business knovrl- 

Donald Phillips, his son, was active in 
aviation after obtaining his commercial 
pilot's license. After employment with 
the Ryan Aeronautical Company he 
w^ent East and engaged in aeronautical 
activities there. In 193 6 he lost his life 
on a flight from New York to Provi- 

In addition to his affiliation with the 
Ryan organization, Frank N. Phillips 
held many important directorships, in- 
cluding Washburn Wire Company, of 
which he was president; American Mu- 
tual Insurance Co., Phillips Electrical 
Works of Canada, National Exchange 
Bank, Rhode Island Insurance Co., 
Mortgage Guarantee and Trust Co., 
Rumford Chemical Works and many 
others. His outside activities included 
trusteeship of the Homeopathic Hospital 
and a directorship of the Y.M.C.A. 


(Continued from page 9) 

As Oberbauer tells it, Ryan's Vice Pres- 
ident, Earl D. Prudden, now in Charge of 
Airplane Sales, who in 193 5 was General 
Manager of the School, met him at the 
train. Eddie handed over his enrollment 
money, in the form of a $175 certified 
check, and was welcomed enthusiastically. 
In a matter of minutes, he was down at 
Lindbergh Field and on a conducted tour 
of the small school and the factory which 
was just then beginning to build Ryan S-T 
training planes. When Prudden and Ober- 
bauer finished the short tour and returned 
to the plant offices for formal enrollment, 
Eddie asked, "Where is the school?" 

"You've just been through it," Prudden 
replied, and went on filling out the reg- 
istration blanks. 

Before Oberbauer finished his term at 
school, he began earning "flying time" by 
doing janitor work in the offices and shop 
at night. His pay was pilot instruction 
and he got his private license before he 
was graduated from the six-month me- 
chanic's course. Upon his graduation he 
rose from the ranks of janitor to main- 
tenance and repair mechanic on the S-Ts. 

Advancing steadily he became foreman 
in the Experimental Department in 1939 
when Ryan was working on the YO-51 
"Dragonfly," an Army liaison plane. Other 
promotions and other jobs supervising 
mechanical work on S-Cs and S-Ts, which 
Ryan was building in the pre-war and 
early war years, were in order for the 
hard-working Oberbauer. 

It was in 1939, when another issue of 
Ryan stock was made available, that Eddie 
bought his share of the company. He has 
held his 100 shares ever since and doesn't 
plan to do any trading with them. 

"I haven't bought any more shares," 
Eddie says, "because all my spare change 
is going into my new house." This house 
is a two-year project which Eddie is build- 
ing with his own hands, on a seven and a 
half acre piece of property he bought a 
few years ago in a suburban area near San 

The house, which will be a two-bed- 
room adobe, has really been a full sized 
undertaking. All the laying of bricks, the 
wiring, plumbing, land levelling and roof- 
ing has been done by one man, named 
Oberbauer. On top of working every 
night of the week, Eddie has found time 
on week-ends, away from his work at the 
plant, to keep up his 23 avocado trees and 
12 family fruit trees which came with the 
property. Troubles with a well, the incon- 
venience of temporarily living in a small, 
board shack with his wife and three small 
children, hasn't daunted this stockholder 
in American business. 

(Continued on page 19) 


(Continued from page IS) 
"The house will be finished soon," he 
muses, "and then maybe we can relax." 
His wife, too, on top of caring for a 4- 
year-old, a 2-year-old and a 10-month-old 
baby, has found time to help with the 
painting. But Eddie Oberbauer comes 
from a race of hardy American individ- 
ualists. His father homesteaded his first 
farm in Montana just after the turn of 
the century, and the Oberbauers know 
what hard work and thrift can produce. 
This Foreman in Ryan's Final Assembly 
Department is just one more example of 
"stockholders being people" — people who 
know the value of a dollar and where to 
put it to the best use. 


Finding hidden rivet holes has often 
been described as similar to looking for a 
needle in a haystack. Gayle De La Mater, 
an experienced Ryan production assembler 
and "imagineer" has solved the problem 
with an ingenious instrument of his own 

De La Mater has worked on the idea for 
a year, drawing on his nine years' experi- 
ence with Ryan to produce a precision tool 
of professional caliber. 

In aircraft assembly work, overlapping 
sheets of aluminum skin often cover un- 
derskin which has been drilled for rivet 
holes. Locating the hidden holes requires 
time-consuming measurements and often 
results in holes not precisely lined-up with 
those in the often inaccessible under-skin. 

De La Mater has short-cut the previous 
method by designing two small hand tools 
which make use of magnetic principles to 
locate the hidden holes. The operator 
places a small, pointed, permanent magnet 
in the rivet hole in the under-skin. A 
flashlight-like instrument with batteries, 
light and needle-pointer is moved over the 
outer skin, and by means of magnetism 
finds and marks the exact location to drill 
a hole which lines up precisely with the 
hidden rivet hole. 


Following are news items reporting on new developments in both military and commercial aircraft, 
new records and other information of interest to REPORTER readers. Ryan Aeronautical Com- 
pany is justly proud of the part its products are playing to help the advancement of American 
aviation, for these products are an integral part of most of the planes which make news in the 
world of aviation every day. 

bringing total bomb load on this type 
mission to 14 tons. Over 200 B-50Ds are 
on order for the Air Force, with deliveries 
scheduled into the latter part of the year. 
On the Boeing B-SODs: 
Ryan Exhaust Collectors 

FASTEST FRISCO-L. A. San Francisco 
to Los Angeles in 2 minutes less than 
an hour at on overage speed of 350 mph. 
That's real transport speed. Test pilots 
Lorry Peyton and Russell Thaw recently 
chalked up that new mark for commercial 
aircraft flying the Douglas DC-6A pro- 
totype. Tailwind was negligible and load 
was described as "about normal." Aboard 
were 1 1 passengers and a jeep which the 
"Liftmaster" demonstration plane carries 
to provide its own ground transportation. 
On the Douglas DC-6A: 
Ryan Exhaust Stacks 



Delivery to the Air Force of Boeing B-50D 
Superfortress bombers equipped with 
droppoble fuel tanks hos begun. Grossing 
1 64,500 pounds, the "D" has a top speed 
of 400-plus mph and a normal range of 
over 6000 miles. 

With 700-gallon capacity external fuel 
tanks, one under each wing outboard of 
the No. I and 4 engines, range is greatly 
increased. When not needed for maximum 
range, the two wing tank fittings can be 
used to carry two 400-pound bombs. 


TOPS IN SAFETY. Navy Patrol Squad- 
ron 4 is the first unit, irrespective of the 
type aircraft assigned, to win three quar- 
terly safety awards consecutively. For 
this reason and for their outstanding 
safety record in piloting their Lockheed 
P2Vs, Navy Patrol Squadron 4 recently 
were presented The Fleet Air West Coast 
P2V flight safety award. 

The squadron flew a total of 3707 ac- 
cident-free hours from July 1948 to April 
1949 in the Seattle and Alaskan areas. 
On the Lockheed P2Vs: 
Ryan Jet Stack Exhaust Systems 

LOADED. Largest passenger load ever 
to fly the Atlantic in a heavier-than-oir 
craft was the 1 03-passenger list recentiv 
aboard on Air Force Douglas C-74 Globe- 
master en route from England. This same 
Globemoster hod previously set a per- 
formance record of 240-hour utilization 
in September, 1949, and was a veteran 
of the Berlin Airlift, where it had deliv- 
ered 225,000 pounds of coal in one day. 
On the Douglas C-74: 
Ryan Exhaust Stacks 



And To 
Tlie Point 

Too few of us have the ability to put into 
words some of the basic truths of America's 
greatness. When the editors run across a par- 
ticularly potent phrase, we like to pass it 
along to Ryan Reporter readers, for example: 

"Too many people want to lean upon the 
government, forgetting that the govern- 
ment must lean upon the people. Too 
many people are thinking of security in- 
stead of opportunity. They seem more 
afraid of life than of death." 

— James F. Byrnes, 

Former Secretary of State 

"In family life, if we spend more than we 
make we are dispossessed. I don't see how 
a nation can expect different treatment." 

— General Dwight D. Eisenhower 

"Not a day passes but what I give thanks 
that I was not innoculated, in my early 
years, with the philosophy of assured 
security. Security must be earned if it is 
to have any meaning; to accept unearned 
security is to become the slave of the dis- 
penser. Yet on every side today we ob- 
serve a growing adherence to the idea 
that the world or the nation or somebody 
owes us a living; that we should enjoy 
more rewards for less effort; that a whole- 
sale 'humanitarianism' should take the 
place of individualism." 

— W. A. Patterson, 

President of United Air Lines 

. 11 JAN. 13, 1950 No. 1 

Piihlnhcd By 

Ryan Aeronautical Company 

Lindbergh Field 

San Diego 12, California 

Richard Timmis, editor 
ranees L. Kohl, art and production editt 
Robert F. Smith, Navion news editor 

Don Doerr, chief photographer 
William Wagner, editorial director 


(Continued from page 11 j 
subsidiary Ryan received its contracts for 
the missile's needle-like nose section, the 
tail cone, booster and main rocket body 
fins, shrouds, fairings and other com- 
ponents. These are built in Ryan's experi- 

Jim Southwick, experimental depart- 
ment worker, installs fairing where 
fins attach to the rocket tail cone. 

mental department where the company's 
own guided missile and pilotless aircraft 
production work takes place. 

A portion of the components of the 
first 20 Aerobees was sub-contracted by 
Aerojet to Douglas Aircraft Company, 
Santa Monica. The original project was 
under the technical supervision of the Ap- 
plied Physics Laboratory of Johns Hopkins 
University. The design of the Aerobee was 
influenced to some extent by previous 
development sponsored by the Ordnance 
Department of the Army. 

Six completed Aerobee nose sections 
are given final approval by Everett 
Worthington, Aerojet Representative. 

The Aerobee is a liquid-fueled rocket, 
20 feet long and pencil thin. It is only 
slightly over one foot in diameter and has 
three fins to provide stability. It has two- 
stage propulsion; that is, a solid fuel 
booster rocket first brings its velocity up 
to 670 m.p.h. and then drops off. After 
that the sustaining liquid-fueled rocket 
motor speeds it up to 3000 miles an hour 
and altitudes of 7S miles. It is designed 
to carry a 150- to 200-pound pay load of 
scientific instruments which are blown 
from the nose of the missile at the top of 
the trajectory and lowered by ribbon para- 
chute. Some instruments will be self- 
recording; others will be telemetering 

Precision lathe operated by Gordon 
Fellows machines casting to assure 
perfect alignment of tail section. 

types automatically transmitting data to 
scientists on the ground during the flight 
of the rocket. 

Simple in design and comparatively in- 
expensive to build, the Aerobee is tired 
from a launching tower by a small tech- 
nical crew using a minimum of costly in- 
stallation and firing facilities. 


(Continued from page 13) 

delivering mail on a rural route and mak- 
ing emergency passenger flights. 

Scores of landings and takeoffs gave the 
Navion a rugged test. The all-round vis- 
ibility of the plane's sliding canopy was 
a real asset, for on more than one occasion 
Kooper had to find his way to the Alliance 
airport by following ranch fence hnes. 
Carburetor heat had to be used continually 
on one 320-mile flight when the tempera- 
ture was 30 degrees below zero. 

Often Kooper loaded 150 pounds of 
groceries — sugar, flour, bread, canned 
goods — packaged in burlap, into his Nav- 
ion. Despite the zero weather, the plane 
almost invariably started easily. Take-offs 
were routine from the Alliance Airport 
once the plane reached the head of the 
runway. But getting there was a real 
heavy-duty chore for the landing gear, 
as it required threading through the deep, 
rough and frozen cut made by a rotary 
snow plow to serve as a taxi-strip. 

Dropping the packages, too, called for 
real airmanship and confidence in the 
plane's stability at low speeds. Kooper 
would circle isolated farm houses, turn 
into the wind, ease the throttle, put on 
full flaps with the gear up, open the can- 
opy, drop to about 80 feet above the 
ground and reduce air speed to 70 miles 
an hour. Laying the burlap-wrapped pack- 
age on the wing, Kooper would let go so 
the prop wash would sweep it off the 
wing, and with almost pin-point precision 
drop it into the yard. 

Medicine for sick children, prescribed 
by a doctor after descriptions of the ill- 
ness by anxious parents; sacks of repair 
parts for the tractors and bulldozers 
which kept open feed paths for cattle; 
veterinary supplies; reconnaissance flights 
for ranchers searching for scattered cattle; 
aerial mail delivery to 42 isolated farms 
which had had no outside communication 
for six weeks — these were typical of the 
day-in, day-out emergency flights during 
the Great Blizzard of 1949. 

Probably Kooper's roughest flight was 
that to "By-The-Way" ranch, owned by 
a former Governor of Nebraska. "The 
landing I made there," Kooper says, "was 
the roughest of any during the storm per- 
iod. I landed on a lake that was ridged 
with frozen drifts. The Navion's landing 
gear got a rugged workout, but the plane 
was very responsive at all times and I was 
able to keep it under perfect control. The 
take-off, too, was without difficulty de- 
spite the weather and field condition." 

When the storm abated after more than 
a month of such flying, Kooper found the 
plane was already past the 100-hour check 
time. Expecting there would be plenty of 

service work to do, he reported that "Af- 
ter all that rough flying about all there 
was to do was to clean the plugs and wash 
down the engine." 

Fortunately all Navion winter fl)'ing 
isn't as strenuous as Kooper's emergency 
trips. Most of it is being done by execu- 
tives and professional men who find it as 
important to maintain business contacts 
in winter as any other time of the year. 

In Alaska where flying is the prime 
method of travel, conditions are really 
tough. Take it from Navion owner Rob- 
ert E. Rice of Fairbanks. It may sound hke 
a tall tale, and is certainly not recom- 
mended practice, but Rice says he has 
landed the Navion in three feet of snow 
drifts and taken it off under the same 
conditions. "Extreme cold," he says, "is 
our biggest problem in year-round opera- 
tion. Engines must be pre-heated for use, 
and there's no 'warming up' after they're 
started. It's a case of take off quick, be- 
cause the longer they run the colder they 

The editor's own favorite Navion win- 
ter flying story concerns, oddly enough, 
a railroad conductor. 

Howard Jeglum of Three Forks, Mon- 
tana, regularly went by the CAA emer- 

gency field at Whitehall on his run on the 
Northern Pacific Ry. One day at the 
height of the blizzard in the 5000-ft. alti- 
tude country he noted a Navion which its 
owner had apparently landed because of 
the storm. Five weeks went by and the 
plane was still there. Jcglum's curiosity 
got the best of him. He found out the 
owner's name from CAA, phoned Verne 
Daniels of Billings and arranged to return 
the plane to him. Two days later the keys 
arrived and Jeglum and a friend went to 
Whitehall to fly the plane out. 

The Navion had landed on prairie that 
had been wild a long time and was criss- 
crossed with irrigation ditches. There was 
no way to tie it down during the worst 
winter Montana ever had, but the ship 
stayed "put" with only the hand brake 
set, except to weathercock into the wind. 
Winds up to 70 m.p.h. had blown and 
temperatures had dropped as low at — 40°. 
Jeglum could look forward to a tough 
time getting that plane started. Yet he 
pulled the prop through several times, 
turned on the switches, tried the starter 
and the engine started right off. 

No wonder the Navion's a favorite for 
winter flying. 

Executive Aircraft Center to 
Service Navion Owners at N. Y. 

Newest and most complete "executive 
aircraft center" in the country is that re- 
cently established by Mallard Air Service, 
Ryan Navion Distributor, to service the 
Metropolitan New York area. 

Designed to meet the growing demand 
from business organizations which operate 
their own planes, the new Mallard facil- 
ity at Teterboro Air Terminal, New Jersey, 
offers Ryan Navion owners 24-hour ser- 
vice, seven days o week when traveling 
into the New York area. 

Representing on investment of a mil- 
lion dollars, the huge hangar is large 
enough to handle Strotocruisers. It is 160 
by 300 feet, and has doors 30 feet high. 
There is a weather-protected loading dock 
with overhanging canopy extending the 
full length of the hangar. 

Other special features include a com- 
pletely equipped operations room with 
facsimile weather mop tronsmissions; 
teletype service; spacious lounge for 
executive aircraft passengers and another 
for pilots, both including private offices, 
showers and lockers; and limousine ser- 
vice to New York City. 

The Corporation Aircraft Owners Asso- 
ciation has acquired space at the new 
Executive Aircraft Center for the use of 
its members. Teterboro Air Terminal has 
no scheduled airline service, and there 
are no landing fees. Robert M. hiewitt, 
president of Mallard, has extended an in- 
vitation to all Navion owners to visit and 
use the new facility when in the New 
York area. 


POSTMASTER: If undcl.venblc for any reason, notif 
sender stating reason on Form .H47, postage for which 




Sec. 34.66, P. L. & R. 


San Diego, California 
Permit No. 437 





F®! Til 



RMnn Metal Products 


Entiaust Systems • Jet and Rocket Engine Components 



for the 

SUPER 260 

To GIVE the high-flying, fast-cruising 
new Ryan Navion Super 260 maximum 
operating efficiency, the Koppers Company 
has developed the new Strato-Cruise 220H 
propeller. This new propeller combines all 
the operating advantages of a full-auto- 
matic propeller and those of a control- 
lable-pitch propeller. 

The Strato-Cruise propeller introduces 
hydraulic selective pitch control to sup- 
plement the automatic features when de- 
sired by the pilot. 

The Super Navion is designed to get 
quickly to higher altitudes to take advan- 
tage of winds aloft and cooler air for 
longer range flights. This prompted the 
development of the auxiliary control to 
better the pitch control requirements for 
most efficient cruising conditions. 

During take-off, full take-off power is 
available from the static condition of 
engine run-up, on through the take-off 
run and into the climb. In the case of a 
controllable propeller, it is necessary to 
restrict the static RPM so that the pro- 
peller, when operating against the low 

pitch stop, will not overrev in the climb 
at climbing airspeed. At sea level, this 
better take-off condition is possible with 
the Koppers 220H propeller operating 
under its conventional automatic operat- 
ing features. However, by using the 
Strato-Cruise control in full forward posi- 
tion, this same take-off advantage is avail- 
able at any altitude. Once the control is 
set, it is not necessary for the pilot to 
change the setting or touch the propeller 
control during the take-off and climb. 

When the pilot wants to level off and 
cruise, he can set the propeller at any 
RPM and manifold pressure combination 
desired as long as it is within the recom- 
mended range for efficient engine opera- 
tion. This is accomplished by setting the 
Strato-Cruise control at any intermediate 
point of its travel. Setting of the control 
changes the outlet pressure of the regu- 
lating valve. When the pressure is set at 
a given point, the valve automatically 
maintains this same pressure in the pro- 
peller control, thus holding the propeller 
RPM practically constant for a particular 

by Sid Fedan, Koppers Company Propeller Division 

In situations where full power is desired 
for going from cruise flight to climb, the 
propeller control can be pushed forward, 
and the propeller quickly assumes low 
pitch, high RPM, full power operation. 
If, when landing, the propeller control is 
not set in low pitch position but is left 
at some high pitch setting, the propeller 
will automatically go into low pitch upon 
application of full throttle should a balk 
landing condition arise. 

BECAUSE we can no longer say that 
the wave-washed sands of the Atlan- 
tic, Gulf and Pacific coasts are the bound- 
aries of our military vigilance, something 
new has been needed in man-made wings 
to provide swift global mobility. A plane 
that could fly farther and fuller and safer. 
A combination cargo hauler, freight lifter, 
flying warehouse and an airborne base of 
supplies rolled into one. The challenge 
was to provide, if you will, a flying LST. 

The newest answer to this challenge is 
the giant C-124 Globemaster II trans- 
port, the first of which recently rolled 
out of the Douglas Aircraft Company's 
Long Beach plant and has already logged 
some 30 hours of successful flight. 

This new transport has a gross weight 
of 175,000 pounds and is nearly two and 
one-half times the size of the Douglas 
C-54 Skymaster, which for years has pro- 
vided the bulk of air lift for the U.S. Air 

Force. Despite this great disparity in size, 
the Globemaster can operate from the 
same short fields the Skymaster uses. 

Huge clamshell doors in the nose of 
the C-124 provide an opening 11 feet 8 
inches high and 1 1 feet 4 inches wide. 
With a built-in nose ramp, this newest 
Douglas transport becomes an airborne 
counterpart of the famous sea-going 
LSTs, permitting wheeled vehicles to drive 
(Continued on page 2) 

by Cliff Starr, Power Plant Engineer, Douglas Long Beach Plant 

After Leon Moore of Manifold Smoll Parts has checked this portion of the C-124 
exhaust system for perfect alignment, especially ot the critical points where there 
is restrictive clearance within the small areo where the manifold fits around the 
engine, he applies heat as a normalizing agent so the metsi will hold this alignment. 

Preliminary teamtvork between Douglas and Ryan 

paid big dividends. Pre-planning meant 

savings in time and money on the 

intricate C-124 exhaust system. 

These clamshell doors on the Douglas C-124 open wide to disclose o self-contained 
loading romp which permits wheeled vehicles to drive or be rolled through the nose 
doors into the huge fuselage which provides more thon 10,000 cu. ft. cargo space. 

or be rolled through the nose doors into 
the cavernous fuselage which provides 
more than 10,000 cubic feet of usable 
cargo space. The single-deck, unobstruct- 
ed cabin is 12 feet 10 inches high, 13 feet 
wide and 77 feet in length (this length 
being equivalent to a 7-story building). 
Loading and unloading is additionally 
facilitated by an electrically operated 
elevator which can be lowered to the 
ground from the center of the cargo 

The four engined, heavy-duty Globe- 
master cargo plane will be the largest pro- 
duction transport aircraft in military ser- 
vice. In it, fifty thousand pounds of any 
kind of cargo can be flown approximately 
1,000 miles, unloaded and the plane re- 
turned to base without refueling, with 
allowance for reserve fuel for climb and 
maneuvering. Greatly increased combat 
radius is possible with lighter loads. 

Designed to carry troops, general cargo 
and such heavy ground and Air Force 
equipment as tanks, field guns, bulldozers 
and full loaded trucks, the C-124 will 
enable air transportation of complete air 
and ground force units and their equip- 

One outstanding feature that only the 
C-124 has is the ability to carry pre-loaded 
trucks, trailers or large pre-loaded con- 
tainers. Previously, cargo was loaded onto 
trucks, transported to the airport, trans- 
ferred to the airplane and flown to its 
destination. There the unloading and load- 
ing sequence had to be repeated and the 
cargo eventually delivered. With the 
C-124, however, pre-loaded trucks can be 
driven to the airport, driven right up into 
the plane and off they go. Upon arrival 
at their destination, the trucks are driven 
right out of the plane and are on their 
wav. This unique feature cuts the time 
previously required by SO', . 

As a personnel carrier, the interior of 
the C-124 may be converted into a 
double-deck cabin with a capacity of 200 
troops and their field equipment. As an 
airborne hospital, the Globemaster ac- 
commodates 136 stretcher patients, plus 
S2 attendants or ambulatory patients. 

It is powered by four Pratt & Whitney 
R-4360 engines, with water injection and 
variable speed superchargers, rated at 
3,5 00 take-off horsepower. During the 
oarlv design stage of the C-74 Globe- 
master I project, we sent to the Ryan 
Aeronautical Company a complete engme 
nacelle with its Pratt & Whitney engine 
so that a first-hand study of the power 
package could be made as a preliminary 
to the design of an exhaust system for it 
and its big brother, the Globemaster II. 
Essentially, the R-4360 power plant is 
four 7-cyKnder radial engines, bolted to- 
gether to form a compact unit of 11,000 
precision-made, jewel-like parts. It is the 

Douglas' 175,000 pound Globemasfer II is nearly two and one-half times the size of the C-54 Skymoster, but the C-124 can 
operate from the same short fields. It is o combination cargo hauler, freight lifter, and airborne supply base rolled into one. 

ultimate in rhythmic control of confined 
explosions — 21 explosions per second in 
each of the 28 cylinders. And, from each 
of these cylinders, which develop more 
horsepower than most automobile engines, 
spew out great volume of searing gases. 

This was the beginning of many con- 
sultations between myself and Jack Zipp- 
wa!d. Southern California Sales Engineer 
for Ryan. He in turn worked closely with 
Ted Hacker, Ryan Project Engineer, and 
Ralph Haver, now Assistant Chief Inspec- 
tor, on the exhaust system design problem. 

In the C-124, as in most aircraft, the 
power package had to be designed with a 
minimum frontal area for engine nacelles, 
to provide the least possible aerodynamic 
drag. Add to this problem the volcanic 
blast of exhaust gases which the world's 
largest piston-type production engine gen- 
erates and you have a fair idea of the good 
job which Hacker and Haver accom- 
plished in their design work. 

The Ryan exhaust system taps the 2 8 
cylinders by a series of "Siamese Stacks" 
which lie in each of the 7 troughs between 
the rows of cylinders. These are called 
"Siamese Stacks" because each stack 
scavenges the exhaust from two exhaust 
ports. Due to the landing gear require- 
ments of the aircraft, the main landing 
gear wheels were required to retract up- 
ward and inward in the inboard engine 
nacelles. This complicated the exhaust 
system by requiring the design to have all 
the exhaust outlets exit above the leading 
edge of the wing so that there would be 
no chance of carbon monoxide entering 
the airplane itself. Eight of the stacks 
were individually routed directly to the 
(Continued on page 21 ) 

The Ryan-built ex- 
haust system as in- 
stalled on the C-124 
was designed so that 
all power plant parts 
ore interchangeable. 
This means that 
when the C-124 is 
in the field a min- 
imum amount of 
spore parts are re- 
quired to maintain 
the power package. 

by Tom Ashley, Managing Editor, Southern Flight 

"This field, about 3,500 feet total length, is located at Glenwood Springs ond is 
probably one of the prettiest places we hit in Colorado. Excellent fishing ond 
hunting facilities are available and it's a swell place for anybody to vacation." 

DESPITE our prairie preferences (being 
from Texas), we listened to so many 
of Les Bowman's mountain flying and 
hunting tales that we had to go to the 
Great Rockies to see for ourselves. Bow- 
man, be it emphasized, sells Navions in 
Texas when not hunting or fishing in 
Wyoming's bountiful wilderness, where he 
has demonstrated enough outdoors savvy 
to rate a guide's license. Being an author- 
ity on both Navions and the Rockies, 
he's apt to wax eloquent and then some if 
allowed to. With us, his touting was end- 
less until we found ourselves — the both 
of us — planning a mountain junket as 
the basis for a Navion travel story. 

Came spring and with it the yen to get 
up and go. Then suddenly our telephone 
rang. "We'll leave Sunday if you can 
be ready," said friend Les. "Let's get an 
early start and we'll fly from the Mexican 
border up the Continental Divide to 
Canada. Can you meet me at the airport?" 
After a Dallas breakfast and an El Paso 
lunch on the appointed Sunday, we put 
the 205-hp. Navion into a mile-high pas- 
ture 40 miles from nowhere but still west 
of old Silver Citv, N.M. There Bowman 

gave us a quickie introduction to moun- 
tain flying the easy way — we would work 
up the gentle slopes by tackling the near- 
by Continental Divide at a mere 7,000 ft. 
elevation. But before night fell we had 
climbed far north and into the rough 
Sangre de Cristo range, in which we found 
Eagle Nest, N.M., and its ski-run flight 
strip. Back in Albuquerque we had heard 
confused reports that Eagle Nest was 
closed, or was too soft, or was too rough. 
So we buzzed it to make sure and landed. 

We came to appreciate the Navion's 
short-field characteristics at this rugged 
air strip, which is 100 ft. higher at one 
end than the other, and has an elevation 
of about 8,400 ft. above sea level. As alti- 
tude and temperature go up, lift and 
horsepower drop off. There's a very pre- 
cise mathematical formula for this effect. 
For example, at 5 5 degrees Fahrenheit an 
airplane's take-off run from Eagle Nest's 
elevation is increased by 260', while its 
rate of climb is slashed by 80' r. That's 
why mountain fliers take off downhill, 
land uphill and often stay on the ground 
in the heat of the afternoon. 

We thought of these facts next morn- 
ing while trolling for giant Rainbow trout 
in the resort's picturesque lake. Then, 
after a hefty lunch with the thermometer 

(Continued on page 20) 

"This runway af Glenwood Springs, Colorado, elevation 5,900 ft. is locoted in a nar- 
row valley rimmed by sheer slopes and only a stone's throw from the Roaring Fork 
River. I couldn't wait to go fishing and in only 2 minutes hod made o big catch." 

"We rounded up this herd of antelope in one low-level circle, then 
photographed them. The scene is on the great sage plains at 7,000 ft. 
elevation between Lander and Laramie, Wyo., near the Rattlesnake Mtns. 
The Ryan Navion is ideal for spotting game at low level and slow speeds." 

"Taking off from Creede, Colorado, elevation 8,700 feet, temperature 62 degrees, take-off run was made in only t,100 feet. 
You may note the fence immediately bock of the dust we hove kicked up. There is a road this side of that fence, so that 
the first hundred feet from the fence could not be used. Flaps appear to be in full-down position but we used only 30°." 


fcS'^W'-*--'-' ^*^-'*'-^ 

(Above) A small portion of the enclosed area known 
as the Experimental Dept. which in effect is a minia- 
ture aircraft plant all its own. Ken Pixley (below) 
guides the Keller Duplicating machine around a tem- 
plate to moke a special part for one of the projects. 

IF your badge is in order, your pass 
cleared, you may walk through the 
green door marked RESTRICTED. 
Through this door and behind the high 
wall in the Final Assembly Building is the 
department where the planes and missiles 
of the future are being assembled today. 

The department's title is "Experimen- 
tal," but this is a slight misnomer. The 
men and women who work here are not 
operating by trial and error. They know 
what they're doing in the field of advanced 
aircraft design and manufacture, even 
though the models they build are ahead 
of their time in design and performance. 

Within the 24,000 square feet enclosed 
by the wall is practically a complete air- 
craft plant in miniature. There is a ma- 
chine shop, a tooling department, sheet 
metal fabrication area, assembly line and 
numerous other plant facilities, all func- 
tioning to produce confidential or re- 
stricted types of planes and missiles as 
their designs are completed by Ryan Engi- 
neering Department. 

Like the "non-classitied" departments 
of the company, the Experimental group 
has its own tool planning, production 
planning and production control set-up. 
Work in progress is expedited by Experi- 
mental's own dispatching organization. 



is tvhere the planes and missiles of 
the future are being assembled 

Only the really big stainless steel or 
aluminum sheet parts which require the 
hydropresses, drop hammers or other heavy 
equipment are farmed out to the main 
factory floor. 

In the past two years the men working 
under General Foreman Kenny KruU have 
turned out such diverse projects as the 
rocket-powered Ryan "Firebird," the Air 
Force's first air-to-air guided missile; the 
XQ-2, pilotless jet "drone" plane; and 
Aerobee sounding rockets for Aerojet En- 
gineering Corp., as well as numerous Ryan 
Navion modifications and structural 
changes for the F-82 "Twin Mustang" 
and B-26 planes from which the "Fire- 
birds" were launched during guided mis- 
sile flight testing at Holloman Air Base, 
Alamogordo, New Mexico. 

When Krull first went to work in the 
Experimental Department, 10 years ago, 
it was a young, small organization, in a 
small space. Since then he has seen it grow 
to far greater proportions and turn out 
such well-known experimental jobs as the 
Ryan XFR-1 "Fireball," and its faster, 
more lethal conversions, the XFR-4, the 
XF2R-1 "Dark Shark" and the Model 30 
XF2R-2 during the war years. With the 
accent on guided projectiles and jet-pro- 
(Contimied on page 22) 

z?e A^/IV/O/V LOOK 

During the war it w^as my privilege to develop, in 
conjunction wth "The Aeroplane,** a series of 
"Oddentification" caricatures of military aircraft 
which were widely used to help teach aircraft 
recognition. We discovered that while many do 
not react altogether favorably to a subject when 
it is presented seriously, pretty nearly everybody is 
open to humorous approach. A good caricature 
should do more than exaggerate prominent features 
— it should also portray personality. And what 
personality the Ryan Navion has! I found that out 
when the Ryan folks asked me to look, through the 
artist*s eye, at the Navion. Here's what I saw. 



"^^^^^^ -/or Hun^ _ 





In making these products for customers, Ryan paid 
the following bills during the year: 

D Cost of Human Energy paid for in Wages and Salaries $ 7,376,754 

n Cost of Materials and Services Bought from Others 6,446,450 

n Cost of Tools Wearing Out 195,894 

(The accounting term is Depreciation) 

p Cost of Payments Ordered by Government 637,414 

(Federal, State and Local Taxes) 

p Cost of Using the Tools of Production 358,052 

(The accounting term is Profit) 









Depicted somewhot in the character of an exhaust system, 
this chart shows the source of revenues and their flow into 
a common $15,014,564 income pool, and how this total 
income for fiscal 1949 was drown off and distributed 
between payroll, materials, depreciation, taxes, and the cost 
of using the tools of production. Note that neorly half of ell 
the money Ryan Aeronautical Company took in lost year 
was paid out for "humon energy" to employees in wages. 






For products of our Airplane Division $ 8,736,821 

For items of our Metal Products Division 6,277,743 

A total of $15,014,564 

Work in the Airplane Division falls into three groups: (1) Ryan Navion personal-business planes; 
(2) Manufacture of airplane components for other companies, and (3) Development and manufacture 
of new experimental research-type aircraft and other products for the military services. 

The Ryan Navion production and sales volume for fiscal 1949 was smaller than for 1948. Taken 
alone, the Navion program resulted in a loss this past year because of the lower sales volume, which 
closely paralleled the experience of all personal-business plane manufacturers as a group. At the close of 
1948, 165 Ryan Navion L-17Bs were on contract for the Army Field Forces and the National Guard. 
These and 220 Ryan Navions for the commercial market brought the year's total sales to 383 compared 
with 48 5 for 1948. 

Sub-contract work for other companies was in good volume and consisted largely of Boeing rear 
fuselage sections. The company is at present bidding for a considerable volume for sub-contract work 
on major airframe components for other manufacturers and it is anticipated this activity will represent 
a substantial volume in 1950. 

Our military aircraft research program has centered around the Ryan XQ-2 jet-propelled pilotless target 
plane, which is considered to have excellent future possibilities, and the Firebird guided missile, which 
was largely completed during the year. Some phases of the Firebird project are still active and, in addi- 
tion, an engineering design and research project for the U. S. Navy, Bureau of Aeronautics, is being con- 

The principal activity of the Metal Products Division is the engineering and manufacture of steel 

(Continued on Page 17) 

To make the Employee, Stockholder and Customer "gears" 
of the American industrial machine mesh properly is the 
three-fold job of Management. When the machine runs 
smoothly, everyone benefits. Employees get good wages; 
investors get a fair return on the savings they have risked 
to buy the tools of production; and customers receive 
"their money's worth" in the goods produced. It takes 
real management skill to serve three masters equally well. 


Unique among manufacturers of Jet Engine Components, 
Ryan also designs, builds and flies jet aircraft. 

CofnpfcsBor. Ccmbusrion Cho'nber. T' 



of General Electric 1-16 jet engines on final assembly line during wortime manufacture of 
FR-1 composite-engined Fireball fighters. 1-16 was first mass production engine in U. S. 

Special techniques Ryan has developed with heot- 
and corrosion-resistant stainless steels played 
large part in developing jet engine afterburner. 

ALTHOUGH widely recognized as a 
pioneer aircraft manufacturer of 28 
years standing, it is not so generally real- 
ized that Ryan Aeronautical Company is 
the only fabricator of high-temperature 
jet engine components who is able to draw 
upon the first-hand experience of years of 
designing, building and flymg jet-powered 

This invaluable know-how is the ac- 
cumulation of hundreds of hours of actual 
flight test data gleaned from engineering 
and flying piloted jet planes and pilotless 
rocket-powered missiles. It has been fur- 
ther supplemented by working closely 
with leading aircraft and engine manu- 
facturers in the development of new jet 
planes and power plants, and by research 
conducted in Ryan's own test cells. 

Ryan's jet experience dates almost from 
the first development of thermal-jet power 
in this country. Shortly after the Vi'hittle 
engine was first brought to the United 
States, Ryan undertook development and 
manufacture of the world's first com- 
posite-powered aircraft and the first Navy 
plane to use a jet engine. From that date, 
customers of Ryan's Metal Products Divi- 
sion began to realize the unique advan- 
tages which only a jet components manu- 
(ConthiHcd on page I S ) 



Best qualities of j^ 
"Dark Shark." Get 


lows oversimplified explanafion of Ryan Afterburner. Fuel is sprayed into toilpipe where its burning is, in basic 
in, like instolling o ram-jet engine downstream from the jet engine to give tremendous boost to propulsive thrust. 

General Electric TG-100 turbo-prop engine on Ryan 
XF2R-1. Turbo-prop gives two-way harnessing of 
power, driving propeller and providing jet thrust. 

Development of jet engine accessories; and new, 
still restricted techniques, are conducted in this 
steel and concrete test cell at the Ryan factory. 




iropulsion ond propeller-driving power plants were combined in Ryan XF2R-1 
il Electric engines, turbo-prop in nose and thermal-jet in rear, powered plane. 

Air Forces' first air-to-air guided missile, this rocket-powered 
Ryan "Firebird" is designed to seek out and destroy enemy planes. 

William Immenschuh, right, project engineer, 
in control booth of test cell, watches in- 
struments recording operation of jet engine. 

"My farms located at Tehachapi and Bokersfield are 60 miles apart, and I don't know how I ran the 
two of them before I got my Navion," soys Henning. "The round trip is a relaxing breathing spell." 


THE trick in successful large-scale farm 
operation, according to Ray C. Hen- 
ning of Bakersficld, California, is keeping 
a step ahead all the time in the introduc- 
tion of new crops, new methods and new 

And keep ahead — years ahead — Ray 
Henning does, thanks to the 155 m.p.h. 
transportation afforded by ownership of 
the Ryan Navion business plane which he 
flies himself. 

A recent example of how Henning got 
a year's head start on the introduction of 
new "Ranger" alfalfa seed is typical of 
the advantage this progressive California 
farmer has realized by flying his own 

Late this summer Henning told his 
county farm advisor that "I will fly any 
place in the United States to get a supply 
of foundation Ranger alfalfa seed if it 
can be located and approved by the Uni- 
versity of California College of Agricul- 
ture Certified Seed Department." 

This challenge was met by the college 
and by the Kern County Farm Advisor 
who located five acres of cured but not 
thrashed Ranger alfalfa seed in Montana 
through the cooperation of Ralph Mercer 

of the College of Agriculture of the Uni- 
versity of Montana, and Art Kegel, Farm 
Advisor at Miles City, Montana. Mercer 
prevailed upon the grower, Joe Muggli, to 
thrash the seed immediately. Next day 
Mercer wired Henning that 800 lbs. of 
seed would be at Miles City Airport by 
the time he got there — and it was. Hen- 
ning left Bakersfield on Saturday and 
landed at Bozeman while the sun was still 
high, where he conferred with Mercer. 
Next morning it was but a short scenic 
hop along the Yellowstone River to Miles 
City. The seed loaded, Henning spent the 
rest of the day with the farmer in his 
fields studying crop methods and the har- 
vesting machinery developed by this pro- 

Roy Henning of Ba- 


kersfield, California, 

Bk .^s 

has always looked 


for the fastest, most 
efficient way to do 

his large-scale form- 


ing. Since 1946 No- 

^ w^ 

vions hove helped 

him plan, supervise 

^ ^ 

and service his ex- 

tensive acreages. 

gressivc Montana grower. One day more 
saw Henning winging his way back to 
California with eight 50-pound sacks of 
the extremely scarce and valuable seed 
and a notebook full of new ideas. 

On the trip to Montana and return, 
Henning was accompanied by his teen- 
aged daughter Barbara, who shared the 
piloting chores with her father. Henning 
not only brought seed for himself but 
shared his valuable stock with four other 
farmers of the Tehachapi Valley near 

Henning landed at Tehachapi only a 
few davs before it would have been too 
late to plant alfalfa seed in the valley, 
due to the approaching fall weather. As 
it was he got his crop in in short order 
without having to wait until the fall of 
1950 and having to lose one year's seed 
production, on a crop entirely new in 
that region. 

The Ranger seed is in especially heavy 
demand because the new alfalfa has 
proven to be extremely winter hardy in 
the north central states, giving a late 
season crop not previously obtainable in 
that clime. The crop produced from this 
seed for commercial hay production ex- 


ceeds any other variety previously obtain- 
able. The seed produced by Henning from 
the special foundation Ranger alfalfa seed 
will largely be shipped to the north cen- 
tral states. 

No sooner had Henning returned to 
California and planted his Ranger alfalfa 
seed than he was off in his Navion plane 
on another "years ahead" flight — this 
time to the University of Nebraska at 
Lincoln to find out all the Agricultural 
College there knows about Safflower seed, 
a new oil seed crop taking the place of 
linseed as a drying oil in paints. Henning 
Navioned home the next day, as he put 
it, "daylight to dark." 

Getting away from his own extensive 
farm operations to learn the newest 
methods used elsewhere has been nothing 
new to Henning, who's been regularly 
getting the jump on other farmers ever 
since he bought his first Navion three 
years ago. But, let Henning tell it him- 

"I needed a weed burner hot enough to 
burn weed seeds on contact. Heard of one 
(Continued on page 2} ) 

Irrigation and crop checks are routine, minutes-long jobs for the Navion. Its sturdy tri- 
cycle landing gear and full deflection flaps have put Henning down gently on fields from 
278 ft. below sea level to 5,000 ft. above, on country roods (above I, grain stubble fields 
and dry lake beds. When he wanted scarce "Ranger" alfalfa seed grown near Miles, Mont., 
he and his daughter, Barbara, flew 1,300 miles after the eight 50-lb. sacks shown below. 

We are constantly learning from the many 
letters received from Nation owners of the 
interesting and varied ways in which they 
are using their planes. Below are just a few 
examples of Navion utility recently reported. 
More will follow in future issues. You, too, 
are invited to send us a photograph of your 
Navion with a description of the manner it 
is helping you for business and pleasure. Ad- 
dress Editor, Ryan Reporter, Lindbergh Field, 
San Diego 12, California. 



Well-known wherever cattlemen congre- 
gate is the rugged Ryan Navion belonging 
to Tex Condon, operator of the Washburn 
& Condon Live Stock Agency. 

Tex uses the ton-colored plane to keep 
things humming at his three offices in Los 
Angeles, Stockton and Phoenix. Any cattle 
sole or show "is just next door" when he 
goes by Navion. 

Flights to eastern markets are omong his 
favorites, hie also flies to check ranges ond 
inspect stock. 

Each year, the Navion lands in o pasture 
alongside on old Arizona ranch house to 
enable him to attend the Southwest's famous 
Yavapai calf sole. Tex auctions off calves 
contributed by members of the Yavapai 
Cattle Growers Association, with proceeds 
going to support the American Notional Live 
Stock Association and similar groups. 


Commander-in-Chief Clyde A. Lewis of 
the Veterans of Foreign Wars reports he is 
averaging 20 hours flying time each week 
in the "Spirit of the V.F.W.," his organiza- 
tion's trim Ryan Navion. 

During o recent five-week period he flew 
over 15,000 miles on on extended air tour 
that took him as far west from his Plotts- 
burg. New York, home os Phoenix ond Los 

"The Novion's superb performance has 
helped me corry out my executive duties in 
o manner far beyond my fondest expecta- 
tions," he advises. "I am able to get 
directly to the smallest towns as well as the 
big cities to be at meetings, give speeches 
ond attend to V.F.W. business. 

"Typical of the Novion's dependable per- 
formance was the experience I had not long 
ago at Williston, North Dakota, during one 
of my tours of the Central States. 

"We hod to land in the dark and the 
field was nothing more than a glorified cow 
posture with o smoll battery of lights to 
mark the runway. But the sure-footed Nav- 
ion made the landing without incident and 
we were quickly on our way to the local 


A Ryan Novion is helping Robert Standley, 
evangelistic missionary for the Foreign Mis- 
sion Board of the Southern Baptist Conven- 
tion, to carry the Gospel into the heart of 

Standley took delivery on o new Novion 
at the factory in January and flew it to 
his headquarters at Fortolezo in the Bra- 
zilian State of Ceoro, north of the Amozon 

Equipped with o stretcher installation, 
the plane is a ship of mercy, used to provide 
emergency medical service to inhobitonts 
of the interior as well as to corry mission- 
aries to the various villages where they 

As aviation odvisor to the Foreign Mis- 
sion Board, Standley surveys the states of 
Brozil to determine in which areas addi- 
tional oircroft could be used effectively. 

With the Navion — which he chose from 
all four-place croft because of its speed, 
ruggedness and rough field operating quali- 
ties — he figures that one missionary couple 
con do the work ordinorily assigned to five; 
in one year one couple con do what for- 
merly took them five years. 


Until o fast-climbing Navion first thrust 
its nose over the Copperas Mts., Dawson 
"Doc" Campbell and his family were isolated 
deep in the Gilo Notional Forest of South- 
western New Mexico, five hours drive from 
the nearest post office. 

"Now, a Navion reaches us all the way 
from El Poso, Texos, in on hour and 20 
minutes," Campbell explains. "Navions work 
out best, too, for bringing in hunters and 
fishermen to our Gilo Hot Springs Ranch 
becouse they hold four people with lots of 
equipment, and still get safely over the 
7,500-ft. mountain rim which surrounds 

"Small planes have to circle to climb 
over the Copperas, but a Navion just delib- 
erately scoots over without looking bark!" 

Hunters with their hearts set on deer, 
bear and wild turkey, land on a home-made 
strip that Campbell put in just before the 
lost seoson. Short, yet big enough for the 
Navion, the field is located 5,400 feet above 
sea level. 


Norman L. Stevens, Bangor, Mich., ond 
his staff of geologists recently discovered 
two important new oil fields — the "South 
Lee" of Allegan County and the "Geneva" 
of Van Buren County, Mich. — thanks to 
preliminary geophysical surveys mode from 
their Ryan Navion. 

The procedure for searching out oil be- 
gins with low flight over the regions being 
surveyed. Radio beams are sent out against 
the eorth's surface from o special transmit- 
ting device installed in the Navion. 

Sensitive receivers in the plane pick up 
the beams as they ore bounced bock. Meas- 
uring instruments then determine the beam 
intensities in a way that tells geologists — 
three of whom usually moke each flight — 
where faulting, fracturing or other irregu- 
larities exist. 

Ground crews ore subsequently dispatched 
to the locations in question to make a de- 
tailed study with Gish-Rooney Resistivity in- 

"Besides our survey (lights, there ore 
many trips bock and forth omong the three 
offices in Bangor, Mich.; Wauseon, Ohio 
and Winsted, Conn.," says Stevens. 

"As many as 12 of our staff use the 
Navion regularly. When they aren't out on 
o business flight, the ship's probably being 
used to fly clients to an oil field, where we 
land in the rough right at the well site." 


products used as accessories for aircraft engines. These now 
fall into two basic divisions: (1) Exhaust systems and other 
items for conventional piston-type engines; (2) Components 
for the newer type gas turbine jet-propulsion engines. 

For piston-type engines, Ryan has been a leading producer 
of exhaust systems, heat exchangers, anti-icing equipment and 
similar installations for the past 12 years. Our exhaust systems 
products are standard equipment on a major portion of today's 
most modern commercial and military airplanes, particularly 
the multi-engine types. 

Jet engine parts and accessories represented a larger propor- 
tion of the total volume of the Metal Products Division than 
in the prior year and this trend is expected to continue as 
increasing emphasis is given this newer type power plant. 
Among Ryan fabricated jet engine parts are tail cones, struts, 
combustion chambers and tail pipes. The engine parts are pro- 
duced for the engine manufacturers and the tail pipes for 
the airframe builders. 



The wages and salaries of Ryan employees take 49-1/5 cents 
of every dollar paid us by our customers. 

The earnings of Ryan employees have increased 87 percent 
since 1940 to the present $1.50 per hour average for produc- 
tion workers. This rate of increase is somewhat greater than 
the area cost of living rise during the same period and means 
that Ryan workers have a considerably higher standard of 
living than they did ten years ago. 

In addition to the wages paid directly to each Ryan em- 
ployee, the company made substantial "fringe benefit" pay- 
ments, such as life insurance, weekly sickness benefits, hos- 
pitalization, surgical benefits including dependents' coverage, 
paid vacations, holiday pay, rest periods, social security and 
retirement. The cost of these benefits paid by Ryan amount 
to an additional 7c per hour per employee. 

You may be wondering how wages compare with dividends. 
For every dollar paid out in dividends in 1949, $187.30 was 
paid out in wages. 

Wages and salaries paid to Ryan employees buy homes and 
furniture, education, insurance, food and clothing — - help make 
local business prosper. 

As one of the large employers in San Diego, Ryan's 
$7,376,754 payroll last year was, for the most part, spent 
here and added to the high level of prosperity and standard 
of living most San Diegans enjoy. 


Bought From Others $6,446,450 

The greater part of this more than six million dollars was 
paid by Ryan to a broad cross-section of industry which fur- 
nishes materials such as steel, aluminum, engines, instruments, 
paint, castings, etc., and services such as heat, light, gas, print- 
ing, telephones and the many other daily needs of a large 

The money for materials is spent in practically every state 
and helps to make better business and more jobs in every sec- 
tion of the country. Many of the services we buy are furnished 
by local firms and contribute to the welfare and prosperity 
of the San Diego area. 

To make certain that we "get our money's worth" and that 
the company's "cost of living" is kept within bounds, every- 
thing we buy is handled through the purchasing department. 

It would be a simple job to buy the lowest priced product or 
service. But such a buying policy would make it impossible 
for us to maintain Ryan quality standards. Instead, we search 
out every possible source of supplies that meets our quality 
standards, and then buy from the firms that offer the best 
price and best delivery. Every dollar thus saved becomes 
another dollar available to those who work here and to those 
who have provided the tools of production. 



When Ryan signed contracts with General Electric last year 
to build important components for the J-47 jet engine we 
did not have all of the equipment needed to produce the tail 
cones, combustion chambers and other assemblies. We had 
to buy many new machines and tools. Typical of these is the 
Billiard Turret Lathe which cost $21,} 00. 

We estimate the new Billiard lathe will last 10 years. We 
base this estimate on our knowledge of the machine and how 
we will use it, and on the advice of the company which built 
the lathe. Therefore, we plan to set aside 1,10 of the cost 
($21 }0 each year) for the next 10 years. When we need a 
replacement in 19 59, the money to buy a replacement machine 
will be on hand. 

This same type of reserve fund must be set up for each 
of the machines and tools we require. During the year, we 
put $195,894 into this fund. 

But suppose we had not put aside this money? What would 
happen to the jobs of those whose work is directly connected 
with the tools which will wear out this year? How much 
would all other wages have to be cut if the work these tools 
did for us had to be bought outside from some other com- 
pany? What chance would Ryan have, with obsolete machines, 
to compete against other companies in obtaining new business? 

As it was, the $195,894 was inadequate for our needs. Dur- 
ing the year, we had to buy $406,054 additional equipment, 
requiring $210,160 extra which was paid for out of earnings. 




Ryan Aeronautical Company had to pay Federal, State 
and Local governments the equivalent of approximately $27.00 
per month for each employee. 

Corporation taxes are at the rate of about 3 8 cents of every 
dollar of the company's gross income. In spite of the designa- 
tion "Corporation," these taxes are paid, not by corporations, 
but by the customers who are the source of corporation in- 
come. In determining the proper selling price of the Ryan 
Navion, for example, we must calculate our taxes in advance 
and make them part of the retail price to our customers. 
This is true, even though the tax law says that taxes "must 
not be passed on to the customer." There is no possible way to 
obey such a law, because the customer is the only source of 
the Ryan Aeronautical Company's income, just as you the 
taxpayer are the only source of the federal government's 

In the role of tax collector, Ryan relayed to Federal, State 
and Local governments $637,414, which we in turn had re- 
ceived from our customers. 

These taxes are spent for the support and services of gov- 
ernment — national defense, public safety, schools, hospitals, 

(Continued on page 19) 



(Continued from page 12) 
facturer who also flies jet planes could 
offer them. 

Staggering design problems had to be 
solved to produce the composite-engined 
Ryan FR-1 Fireball. It required teaming 
the entirely new jet power with the con- 
ventional piston-type in one compact, 
deadly fighter. Other obstacles arose be- 
cause the Fireball was the first carrier- 
borne jet aircraft and the first tricycle- 
geared airplane to be operated with the 
catapult and arresting gear of aircraft 
carriers. Only by establishing a well- 
integrated engineering, test and produc- 
tion team was it possible to meet the basic 
problems and successfully build the Fire- 

Following fast in the jet wake of the 
Fireball, Ryan developed the XFR-4, 
XF2R-1 and XF2R-2 Navy jet fighter 
planes for carrier use. These experimental 
aircraft were logical steps in harnessing 
the swelling power of the new jet engines: 
the General Electric 1-16, the Westing- 
house 24-C and the G. E. TG-100, the 
latter a gas turbine driving a propeller. 

The XF2R-1 "Dark Shark" was one of 
the original test aircraft for America's 
first turbo-prop engine. This airplane 
made the first cross-country flights ac- 
complished with turbo-prop power and 
provided much of the flight test data for 
developments which have since transpired. 

Working with NACA, Ryan developed 
the FR-4 model to conduct much of the 
basic research on flush-entry ducts for jet 
powered planes. Results of this research 
are showing up in many of the new mili- 
tary jet planes. 

Ryan engineers tackled another un- 
charted area of aviation when the Ryan 
Afterburner was designed and built to 
give added thrust to jet engines. Here, 
the most critical problems of volcanic 
temperatures and combustion were en- 
countered because of the tremendous 
amounts of fuel which the Afterburner 
is able to consume. Metallurgists of the 
Ryan Engineering Laboratory worked 
closely with the test cell crews on this 
project because of the new frontiers which 
were being explored in the use of heat- 
and corrosion-resistant alloys. 

A dramatic example of exceptional 
team-work, involving all branches of avia- 
tion science and flight research was the 
development of the rocket-powered Ryan 
"Firebird" air-to-air guided missile. This 
uncanny dart of destruction was designed 
to quickly detect the presence of the tar- 
get when released from its "mother plane" 
and "home" on it by means of an elec- 
tronic "brain." Electronic technicians. 

metallurgists, aerodynamicists, rocket-pro- 
pulsion experts and many others coordi- 
nated their work with results of actual 
firing tests made at the Air Force research 
base at Alamogordo, New Mexico. 

Newest Ryan projects in the applica- 
tion of jet propulsion to aircraft are the 
XQ-2 pilotless target plane and an un- 
specified research program for the Navy's 
Bureau of Aeronautics. This much, how- 
ever, may be said about the XQ-2: It is 
less than half the size of a standard jet 
fighter plane, is designed for high speeds 
and remote control operation and will be 
used as a robot aerial target drone for 
interception, aerial gunnery and anti- 

aircraft training by the Air Force, Navy 
and Army. 

In the highly-specialized field of devel- 
oping and manufacturing components for 
powerful jet engines, gas turbines and 
rockets, Ryan has achieved smooth-work- 
ing liaison between its own technicians 
and those of engine and aircraft companies 
for which it builds parts. But, importantly 
and uniquely, only Ryan is able to "back- 
stop" its Metal Products experts with the 
vast experience of its own Airplane Divi- 
sion and that group's knowledge of de- 
signing, building, testing and flying jet- 
powered aircraft. 


And To 
The Point 

Too few of IIS hare the ability to put into 
ti'ords some of the basic truths of America's 
greatness. When the editors run across a par- 
ticularly potent phrase, we like to pass it 
along to Ryan Reporter readers. For example: 

"Big Government is growing bigger. Big 
Government is more dangerous than Big 
Business. Little governments can regulate 
big business and the United States govern- 
ment can punish those who violate the 
laws against monopoly, but it is difficult 
to regulate Big Government." 

— James F. Byrnes, 

Former Secretary of State 

"I am not happy when I see government 
slipping back into deficits as a way of 
life in a period when production and em- 
ployment are high, instead of putting its 
fiscal house in order and husbanding re- 
serves to support the economy if less pros- 
perous times overtake us." 

— Dr. Edwin G. Nourse 
Former Chairman of the 
President's Council of 
Economic Advisers 

"Dictatorship can compete with dicta- 
torships and a free virile democracy can 
outpace any such in the long pull. But 
a people bent on a soft security, surrend- 
ering their birthright of individual self- 
reliance for favors, voting themselves into 
Eden from a supposedly inexhaustible 
public purse, supporting everyone by soak- 
ing a fast disappearing rich, scrambling 
for subsidy, learning the arts of political 
logrolling and forgetting the rugged vir- 
tues of the pioneer, will not measure up 
to competition with a tough dictator- 
ship." — Dr, Vannevar Bush, 
Carnegie Institution of Washington. 


New Metal Products business totaling 
$500,000 for Ryan manifolds and jet 
engine parts has been contracted for in 
the past few weeks. 

Approximately a quarter of a million 
dollars of new business has been placed 
by General Electric Co. for additional jet 
engine components, supplementing the 
large volume of exhaust cones, combustion 
chambers and transition liners now in 

New exhaust manifold system business, 
also amounting to about $2 50,000, has 
been received from the U. S. Air Force 
for a number of multi-engined bomber 
jnd cargo planes. 


Most of Ryan's large group of travelers 
were "on the road" last month, calling 
on the military services and customers 
throughout the country, but are now back 
at their regular desks. 

Leading the parade was President T. 
Claude Ryan with visits to Washington, 
Wright Field and other aircraft procure- 
ment centers. While in Washington, in 
company with Sam C. Breder, Sales Man- 
ager, Ryan had conferences with Defense 
Secretary Johnson, Air Secretary Syming- 
ton, Assistant Navy Secretary Kimball, 
Air Force Generals Rawlings, Wolfe, 
McNaughton and Brandt, and Admirals 
Price, Cassidy, Pride and Harrison. 

Ryan's eastern and mid-western Metal 
Products representatives. Rod McDonough 
and James Stalnaker, visited the home 
plant at San Diego for several weeks of 
engineering and production conferences. 
Stalnaker accompanied Breder when the 
latter left on an extended tour of eastern 
aircraft activities. 


farm subsidies, "free" education and medical services, etc. 
But nothing which comes from the government is, in fact, 
"free." Taxes collected from the people — from you and me 
— are the government's only source of revenue. 


Paid in Dividends to 1500 Tool 

Providers $ 39,384 

Re-invested in the Business 318,668 


Just what "tools" does this item of expense cover? It in- 
cludes far more than power tools like hydro-presses and lathes, 
and hand tools like sheet metal shears, hammers and cleco 
fasteners. It includes buildings, offices, lift trucks, step ladders, 
stationery, ditto machines and everything physically required 
in our work. 

Tools and facilities provided by the stockholder-owners of 
Ryan Aeronautical Company to do the job, through owner- 
ship and rental provisions, average approximately $5,750 for 
every employee. These owners, the stockholders, could have 
spent their money in other ways: on homes, vacations, auto- 
mobiles, etc. Or, deciding to invest in tools, they might have 
invested in the tools of some other corporation. Instead, they 
let Ryan have their money in the belief that the money could 
be "put to work" here to provide some reasonable return for 
the risk of their savings. 

You may wonder that this item, called "profit" by accovmt- 
ants, is identified here as a "cost." It varies in size from year 
to year. It cannot be paid until all other costs are paid. In 
a year of loss, all the money from customers, plus reserve 
funds belonging to the owners, must be used to meet the costs 
of payrolls, materials, taxes, depreciation, etc. But Profit is 
a cost. To believe otherwise is to assume that our tool pro- 
viders are so charitable they would give each of us a $5,750 
gift of tools with which to earn our living and expect nothing 
in return. 

Rarely is the entire cost of using the tools paid directly to 
the stockholders who provide them. A part of it is paid in 
dividends. The remainder, with the owners consent, is rein- 
vested in the business to pay for expansion and emergencies. 
For every dollar due the owners this year, lie was paid in 
dividends and 89c reinvested. 

Over a period of years the funds Ryan stockholders have 
reinvested in the business have bought new machines and 
buildings to keep our plant modern so that, in competition 
with other companies, we can get our share of the business. 
On the company's balance sheet the accountants list the amount 
reinvested as "Earned Surplus." The common meaning of 
surplus is "that which remains when use or need is satisfied." 
Perhaps this is why the term surplus, in referring to a com- 
pany's financial statement, is so misunderstood. The "need" 
of industrial firms for "surplus" funds is never satisfied. They 
are, in fact, essential to growth and to stability. 

Surplus too often suggests idle money, stored away in a 
vault, which stockholders are hoarding. Nothing could be 
farther from the truth. A real example of "surplus" is that 
$21,300 Bullard turret lathe. 

The next time someone suggests that the Ryan company's 
surplus ought to be "split up," remember that it wouldn't be 
money but tools which would have to be split. Remember, 
too, that 7 out of 10 Ryan employees have employment here 
today because a surplus was available to build the company 
up to its present size and facilities. Those seven ought to 
have a good answer for any mis-informed critics who want to 
take the company's surplus. 

MORE mm Emm 
mmm on order 

With delivery this month of the 50th Ryon-built aft 
fuselage section for Boeing C-97 Stratofreighters and 377 
Stratocruisers, receipt of a re-order for additional units has 
been disclosed, assuring re-octivotion of this assembly line. 

The new contract with Boeing Is for approximately three 
quarters of a million dollars and calls not only for the 30- 
foot long C-97A aft fuseloge sections but also for cargo 
doors and for all the floor beams for the additional number 
of Boeing military cargo planes to be built. Production will 
get under way first on floor beams, as these must be supplied 
to Boeing for the other sections of the fuselage which ore 
built at the Seattle plant. 

New Field Entered By Ryan Starting 
Worl( on $750,000 Wing Tanl( Order 

A new field of airframe components manufacture has been 
entered by Ryan Aeronautical Company with the closing of 
contracts for the design and volume production of external 
wing tanks for military planes. 

Preliminary work on the three-quarters of a million dollar 
contract has been under way for some time in the engineering 
department, research laboratory and experimental department. 
Due to security restrictions Ryan is not yet at liberty to dis- 
close details of the new order, nor the military airplane for 
which the tanks are to be manufactured. 

Requirements for the external wing tanks were outlined 
by the prime manufacturer, but Ryan will do the actual design 
and engineering. Possibly the largest tanks ever designed, some 
idea of their size may be gained by the fact they will be larger 
than the fuselage of Ryan's popular four-place Navion per- 
sonal-business plane. 

Production on the tanks, on the basis of present schedules, 
will continue well into 1951. 



The old adage about "all work and no 
play . . ." Is occasionoily applied when vis- 
itors arrive in San Diego for conferences at 
the Ryan plant on production. Recently Gen- 
eral Electric executives from the jet engine 
plant at Lockland, Ohio, hod a bit of free 
time to tour the harbor in T. Claude Ryan's 
pride and joy, "Easy Going." Aboard the 
cobin cruiser (1. to r. ) are Ryan; Claude 
Auger, chief engineer at Locklond; Paul 
Nichols, production manager at the G. E. 
plant; Sam C. Breder, Ryan sales manager 
and James Stalnoker, Dayton representative 
for Ryan. 


(Continued from page 5 ) 
at 5 5 degrees, we thought about it some 
more as we closed the Navion canopy for 
take-off. The ground was soft from morn- 
ing showers, iDut we would benefit from 
the downhill slope. Then came the sur- 
prise. Loping down the mountain, the 
Navion broke ground after a run of only 
1,400 ft. Climbing out, however, was 
something else again. Handicapped by al- 
titude and temperature, the Navion's rate 
of climb was still a generous 200 fpm. 
That's above the average, but Bowman 
held the nose down to build up 100 mph. 
before making a 180 to regain the slope 
and slide up its grade with the aid of ris- 
ing air currents. Half way up the crest 
of the 12,000 ft. ridge we were climbing 
900 fpm. 

On many such strips at altitude, han- 
dicapped by soft ground, large rocks and 
chuck holes, we came to admire the de- 
sign behind Navion performance. In addi- 
tion to short-field excellence, we found 
ourselves thankful for the nosewheel and 
for all that cabin visibility, without which 
terrain flying in the mountains — essential 
for best utilization of slope currents — 
would be less efficient and more hazardous. 
These two features are usually taken for 

granted. But up on top of the world where 
we were they took on realistic values. 

Storms dogged out flight path or we 
would have made Leadville, Colorado, 
whose air strip is pretty close to 10,000 
ft. above sea level. Dodging thunderstorms 
until we were within five minutes of our 
target, we found the biggest thunder 
buster of all had squatted right on Lead- 
ville for the afternoon. So we veered away 
to our left and struck out for Montana 
beyond the mighty Tetons. 

But not before putting into Creede, 
Colorado, for an impressive Navion dem- 
onstration at an airport with an elevation 
of 8,700 ft., which is higher than Eagle 
Nest. Its turf strip is table-flat compared 
with the Eagle Nest grade and to make 
matters worse the temperature was up to 
62 degrees — enough to slash our rate of 
climb. Then, too, the altitude-tempera- 
ture chart indicated that our take-off run 
would be tripled. Actually, the Navion 
got off the ground in only 1,100 ft. — .^00 
ft. shorter than at Eagle Nest. We went 
back in and tried it again. And a third 
time. Then we found the answer. Our 
gross was about the same. But we were 
benefitted by greater lift in the air cur- 
rents, which were rising up through the 
distant valley before reaching the flat air- 
port. On our departure. Bowman emu- 

lated the birds by hugging the steep 
mountain walls and in 10 minutes from 
take-off we had climbed 5,000 ft. above 
the field to slide the Navion across a ridge 
at 14,000 ft. 

Far north and abreast of the jagged 
Tetons, just before crossing into Montana 
from the Jackson Hole country, thunder- 
storms completely blocked out path up 
the Divide. So we crossed over to the 
Eastern slope through pristine wilderness 
and along vast flat tops never trod by 
civilized man, to land at Cody, Wyoming. 
After a couple of days in the Big Horn 
visiting Bowman's hunting lodge near 
Cody, we charted a course for home. But 
the 1,100-mile return flight seemed too 
flat and dull, so we wheeled the Navion 
off at intervals for a close-up look at such 
things as the glaciers behind beautiful 
Lander, Wyoming; the thousands of 
pranghorn deer which animate the 7,000- 
ft.-high sage plains just outside of the 
Rattlesnake Mountains on the way into 
Laramie, and Estes Park's picturesque 
flight strip in the scenic heart of Colo- 

We're going to do that trip again — all 
the way up the Continental Divide into 
British Columbia. There are some meadows 
up around 12,000 ft. where we want to 
land and camp while camera-shooting 
some big game which we spotted in nearby 
crags — huge deer and elk and two of the 
greatest mountain sheep, both with full 
curls, we have ever seen. We'll do it in a 
Navion, too, and the airplane Les Bowman 
and I take into the high wilderness will be 
far and away the best mountain ship ever 
offered to the public. It'll be the new 260 
Super Navion. Bowman has been selling 
it for months — not from hearsay but 
from tests he and Doc (Brief Case) Sloan 
ran on the prototype. 

They found a strip at an elevation of 
8,200 ft. behind Denver near Granby, 
Colorado. At full gross of 2,8 50 lbs., they 
report breaking ground in only 900 ft. 
The 260's sea level rate of climb is listed 
at 1,2 50 fpm., but Bowman swears it has 
made 1,400 fpm. at 105 mph. Be>ond all 
this, it becomes a champion altitude per- 
former in speed. Whereas the added horse- 
power gives it 12 to 14 mph. more speed 
than offered by the 205-hp. Navion at sea 
level, it is actually .^2 mph. faster when 
flying at 14,000 ft. 

When Bowman saw the prototype do 
such things, he raced for a ranch in East- 
ern New Mexico where he demonstrated 
it to a prospect with an unmiproved flight 
strip at an elevation of 6,5 00 ft. '^"ith 
two persons aboard, full tanks including 
the auxiliar\' and Doc's brief case, plus 
baggage and camera equipment, he took 
stepped it off himself. He's taking one of 
the first 260's to be delivered in March, 



(Continued from page 3 ) 
atmosphere. The other six were routed 
into two semi-collectors which pipe the 
gas to adjacent locations. 

Another unusual feature of the C-124 
exhaust systems is the metal itself. It is 
known as "Uniloy 19-9DL." This is a new 
material which has been pioneered, in its 
application to aircraft exhaust systems by 

An exclusive engineering feature Ryan 
has employed in the Globemaster II ex- 
haust system is the "Ball-and-Socket," or 
universal-type, joint. These flexible yet 
leak-resistant joints are installed on the 
individual stacks and the semi-collectors 
where they are attached to the engine 
cowl. By this means, the mighty pitch and 
yaw of the engines, the torsional rotation 
caused by tremendous power surges, as 
well as the expansion due to temperature 
changes, are absorbed by the flexible joints. 
Smoother and more comfortable flight can 
be attributed to this additional contribu- 
tion to "floating power." 

By the close preliminary teamwork be- 
tween Douglas and Ryan engineers, the 
problems encountered in the designing of 
the C-124 exhaust system were minimized. 
Though designed for the world's most 
powerful piston-type engine and the larg- 
est production transport airplane, it incor- 
porated some of the smallest manufactur- 
ing tolerances ever attempted for this type 
of fabrication. In spite of this fact, and 
the terrific heat imposed by this mighty 
power plant, Ryan's exhaust manifolds 
have proven up to the job required of 



1 MAR. 8, 1950 No. 2 

Published By 
yan Aeronautical Company 

Lindbergh Field 
San Diego 12, California 




s L. Kohl, art and production editor 
rt F. Smith, Navion news editor 
m P. Brotherton, technical editor 
on Doerr, chief photographer 
liam Wagner, editorial director 


Unfortunately we don't have the opportunity to show many readers through the Ryan 
factory^ but we can ask you to join us in this column while we go through the plaitt 
and meet some of the people who help make Ryan a better place to work. 

BOOTS AND BUSTLES are in order for 
the 35 Ryan couples who have taken up 
the latest craze of Square Dancing. Ac- 
cording to Bob Fullsrton, President of the 
Boots and Bustles Club, all Ryan em- 
ployees and their friends ore welcome to 
\he Wednesday night sessions at the 
Recital Hall at Balboa Pork. Beginner 
classes start at 7:00 p.m. with Win 
Alderson of the Laboratory as caller. By 
8:00 p.m., you're all set to swing your 
partner with gusto. Ralph Haver, club 
vice president, and OIlie Olson, secretory- 
treasurer, admitted they were skeptical 
at first, too, but now they swear by 
square dancing for what ails you. 

about the handiest man in these ports 
with a cue, George C. Woodard, executive 
vice-president, has again come out on top 
in the Son Diego Club's annual billiard 
tournament. With 1 5 wins to his credit 
and only 3 losses, Woodard became Club 
Champion for 1950. 

gether on the occasion of Peter van der 
Woiide's recent factory visit. Turning out 
to give the Ryan Navion distributor from 
Pretoria, Union of South Africa, his first 
look at the Navion assembly lines were 
Will Vondermeer (I.), General Super- 
visor of the Engineering Laboratory, and 
John van der Linde (r.). Airplane and 
Fabrication Superintendent. With two 
such guides, van der Woude said he felt 
right at home even though so far away 
from the Dutch atmosphere of his country. 

TURKISH DELIGHT. Whether or not the 
Turks were delighted we're not sure, but 
we do know a traveler arriving recently 
at Ankara was pleased and surprised to 
see Navion as he alighted at Yesilkoy 
Field from a Pan American Clipper. The 
traveler was Keith Monroe, editor of the 
original Ryan Flying Reporter, our war- 
time company magazine, now a prominent 
free-lance writer. Apparently, he's on a 
European tour seeking new magazine 

The Navion? Monroe writes, "I was 
too cold to stand around and ask ques- 
tions. There was a wind blowing from 
Siberia and I'd just left the desert heat 
of Karachi, India." Must hove been one 
belonging to the Army Field Forces in 
occupied Europe, to on American military 
mission, or to the Government of Greece. 
Or, perhaps one of the many European 
business men who own and fly Navions in 
their travels. 

IF THE SHOE FITS ... and it did fit 
Paul E. Gongaware of Manifold Small 
Ports becoTjse he was the lucky winner 
from numerous entries in the Safety Shoe 
Contest. His guess of 3078 lbs. pressure 
to break the toe of a safety shoe was the 
closest to the 4100 lbs. pressure it did 
take. Consequently, Gongaware is now 
wearing his free pair of safety shoes. 
You may hove o pair, too, at a reduced 
cost without having to guess anything. 
See M. M. Clancy, Safety Engineer. 


e = 1 

2 I V 

.7 + 1 OD 

This relatively simple formula is only 
One of the hundreds appearing in the 
just-published 60-page NACA tome on 
disturbed airplane motion authored by 
Ryan's chief oerodynamacist and newest 
American citizen, G. Andrew. Took him 
two years to write it, too, and we con 
understand why. 

"Andy" hod another, longer middle- 
European lost name which he dropped in 
November when he received his final 

It's been a long, devious path to Amer- 
ican citizenship Andy has trod since the 
day ten years ago he beat Hitler out of 
his native country, where he was a noted 
aeronautical scientist. 

After serving as on officer in the 
French Air Force, Andy crossed the chan- 
nel to England when Paris fell, to join 
the Royal Air Force and there sow the 
blitz through. Then followed technical 
work in Canada with industrial firms and 
finally admittance to the U. S. in 1944 by 
special permission of the Army and Navy. 

He's been at Ryan the past three and 
half years. 

Ulith nauion SalEsmen 

15 NAVIONS SOLD IN 15 MONTHS is the record of Jack Riley, Shreveport, Louisi- 
ana, dealer under General Aeronautics. Delivery olready completed on his first 1950 
DeLuxe 205 to the Hycolog Company, Shreveport oil well servicing firm, Jack isn't 
losing any of the selling momentum which made him one of 1 949's outstanding 
Ryan Navion representatives. Jack currently is opening new offices at the Shreveport 
Municipal Airport, emphasizing accommodations for Navion owners which are in 
keeping with the luxury-type planes they fly. 

THOSE WHO HEARD the National Broadcasting Company's recent on-the-spot 
description of floods in Central Indiana, as made from a plane in flight, will 
be interested to know that the broadcasting ship was a Ryan Navion, piloted 
by Don Hood, Southern Ohio Aviotion's dealer in Indianapolis. Don supplied 
the Navion and his services to Station WIRE for the emergency coverage. An 
announcer and engineer accompanied him over the disaster zone to record the 
event. During a two and a half hour period, they covered a 300-mile area. 

SWISS APPRECIATION OF THE RYAN NAVION'S superb high altitude performance 
parallels that of pilots who fly the American Rockies. That's the opinion of Technical 
Manager Warnsi of Air-Import Corporation, who is seen here delivering HB-ESE to 
its purchaser, Georges Filipinetti, at Comtrin Airport, Geneva. Alpine heights, he feels, 
present the same lofty take-off problems that the Navion has proved it can handle 
so well during operations in the mountainous sections of North and South America. 
Air- Import is the Ryon Navion dealer for Switzerland under Anco, European dis- 



NEW FAME IS COMING TO THE RYAN NAVION and to the luscious shrimp, gumbo 
and bisque of Louisiana, because an alert Ryan Navion distributor saw the possibili- 
ties in putting planes and food together for better business. From the Baton Rouge 
headquarters of Louisiana Aircraft, dynamic Bill Eberhart now delivers by Navion a 
selection of 12 Louisiana sea food delicacies, all bearing the copyrighted "Flying 
Chef" label which pictures a French Chef at the controls of a red Ryan Navion. Is 
business good? Bill's answer is the network of Louisiana stores he serves on a large 
scale and his ever increasing air deliveries to California, New York and Florida. 


in Omaha, the newest Ryan Navion domestic distributor, 
hos picked up his first DeLuxe 205 demonstrator and already 
has the boll rolling for increased Navion sales in the 
Nebraska- Iowa region served by his organization. Oscar 
Cooke, founder of Clear Ridge, and himself the owner of 
three Ryan Navions, accompanied Bill to San Diego for the 
important delivery. The DeLuxe model was the first to leave 
the factory with the new 1950 Gala Green finish. 

PLEASANT FLYING WEATHER is bringing out the air travelers in big numbers. 
Catching the full spirit of the season, at least two Ryan Navion dealers are planning 
exclusive Navion parties for flights to California and Texas. Tommy Metcalf of Toledo, 
Ohio, is getting together an airavan of six Navions for the jaunt to San Diego and sev- 
eral days' relaxation in Southern California. Jack Riley, Shreveport dealer, is arranging 
a 10-Navion trip to Tex Anderson's Circle R Sky Ranch near Son Antonio. "Plane 
owners enjoy company," is the way Metcalf puts it. "They like the fellowship that 
exists among pilots as within no other group. Add to that o desire to 'really go places' 
in their planes and you have the reason why Novion-fleet flights ore so successful." 

HONORABLE MENTION. Mallard Air Service's new Executive Aircraft Center 
at Teterboro, N, J., sent 1950 business flying to a wonderful start. Arthur God- 
frey and Gill Robb Wilson, aviation editor of the New York Herald Tribune, 
teamed up to see that dedication ceremonies — attended by a host of celebrities 
— went off in grand style. . . . First of the 1950 Ryan Navion DeLuxe 205 
demonstrators was taken by Carolina Aeronautics, distributor in Henderson- 
ville, N. C. The one and only Koddy Landry ferried the Ceramic Red beouty 
East. . . . Delivery of a new Ryan Navion to the Veterans of Foreign Wars has 
earned Aviation Consultants, Inc., a gold star on the Navion sales honor roll. 


(Continued from page 7 ) 
pel'ed planes following 1945, the depart- 
ment has channeled its energies into those 
highly technical fields. In 1948, a special 
steel-reinforced concrete test cell was 
built at the factory, from the designs of 
William Immenschuh, Project Engineer, 
in which some of the products of the 
Experimental Department have been put 
through their paces. At the moment the 
concrete and steel building is being used 
for highly confidential work involving 
new aviation concepts in a U.S. Navy 
Bureau of Aeronautics project. Here, too, 
the development work on the Ryan jet 
engine Afterburner was conducted. 

Typical of the "Aircraft-plant-in- 
miniature" operations of the Experimental 
group was the recent fabrication of the 
XQ-2, high-speed, jet target plane. 

First, designs in the Engineering De- 
partment were hashed over by tool plan- 
ning personnel from Experimental. Pur- 
pose of these sessions was to give the engi- 
neers some of the shop's ideas and sugges- 
tions to facilitate the building of the tar- 
get. From the rough sketches and ideas, 
the tool planning group was able to pre- 
plan its own part of the project before 
the release of final drawings started the 
pilotless drone plane into production. 

Tools for building the plane were Ex- 
perimental's first step. Orders went out 
to its own machine shop to build them. 
Heavy jigs were made in the main fac- 
tory shops and returned to Experimental 
for final use. 

After the necessary tools for any one 
part were ready the actual manufacture 
of that particular part began. The stain- 
less steel, aluminum and magnesium sheets 
were formed on the stretch press. After 
all the parts for a particular assembly 
were completed, the XQ-2 was ready for 

The first model was a wind tunnel and 
static testing version. Results of the in- 
quiries into its potentialities led the Air 
Force, Army and Navy, under whose 
joint aegis the project is being completed, 
to increase the order. 

Experimental has other jobs b.'side the 
building of the newer type of aircraft and 
missiles. Most important is the modifica- 
tion of these types after testing points the 
way toward improvement. The First 
XQ-2, like the first "Fireball," and "Fire- 
bird," underwent modifications. Anything 
as fluid as aircraft design, what with the 
rapid, almost daily changes in tactical 
concepts, powerplant installations and 
electronics mechanisms, poses vast prob- 
lems for the assembly line technicians and 
(C.-ntiitucd on pa<^c 2} ) 

workmen who must turn out the con- 
stantly improving models. Experimental 
is so set up that changes can be incorpor- 
ated almost overnight should a radar nose 
assembly prove too short or a rocket en- 
gine pack too much punch for the hous- 
ing encasing it. 

But the Experimental Department 
prides itself on getting the new jobs out 
while they are still news. Just four months 
and nine days after the final drawings for 
the static test model of the XQ-2 were 
ready for Tool Planners, the first model 
was completed, checked by the Inspection 
Department and ready for shipment to the 
Wright Field wind tunnel. Speed, with 
precision, is Experimental's stock in trade, 
thanks to the abilities of men like Kenny 
Krull; R. W. Macomber, Manufacturing 
Engineer in charge of Production Control 
and Production Engineering; O. H. In- 
galls, Foreman of Fabrication and Tool- 
ing, and C. H. Staup, Foreman of Assem- 
bly and Test Work. 

Passing through the door marked RE- 
STRICTED is much like Alice's step 
through the Looking Glass. Nothing she 
found there could possibly have astounded 
her more than the things she would find 
on the other side of the high board wall 
in the Ryan Final Assembly Building. 


(Continued from page 15) 
used by railroads in the East and built at 
Minneapolis, Minnesota. My wife and I 
tlew the Navion back to Minneapolis, 
found out it was what I wanted, had one 
built for farm use and shipped to Teha- 
chapi. From there we went to Florida, 
where we visited competitive potato pro- 
ducing districts in that State. Then it was 
on to New Orleans, where I bought three 
strains of hybrid corn seed to try in 

"Last April I needed some up-to-date 
information on apple orchards. Flew to 
Santa Rosa, California, in the morning, 
spent the day with Farm Advisor, visit- 
ing growers, discussing insect control, 
irrigating methods, pruning, etc., and was 
back home before dark. 

"In September the corn I had bought 
in New Orleans had grown up and I 
wanted to see the latest corn harvesting 
and shelling equipment, and talk with 
some other California corn growers. So 
one morning after visiting my Bakersfield 
ranches and going to my office, I flew the 
Navion to Stockton. Arriving at noon, I 
was met by the grain buyer for Ralston 
Purina Corporation, who took me to the 
best growers in the area. In addition to 
seeing their automatic harvesting equip- 
ment, I was able to get information first 
hand on proper seed spacing, cultivating, 
frequency of irrigation, insect control, 

growing costs, harvesting costs and last, 
but not least, net returns per acre. 

"Another good example of the value 
of my plane concerned Ramie, a fiber 
plant previously grown only in Egypt. 
The only decordicating machine in exist- 
ence to handle Ramie and the only field 
of Ramie in shape to harvest after the 
New Orleans hurricane, was at Atmore, 
Alabama. Another farmer who is also 
interested in Ramie as a California crop, 
and our wives and I, flew to Atmore, 
Alabama. We saw the Ramie growing 
and saw it harvested. We learned about 
the growing habits of Ramie, what kind 
of soil it liked, what fertilizers to use, 
how often to irrigate, when to harvest 
and what insects liked Ramie best — we 
learned this in one day and returned to 
New Orleans. 

"From New Orleans we made a short 
hop up to Clarksdale, Mississippi. There 
we visited the King-Anderson plantation 
where a large implement manufacturing 
company, Allis-Chalmers Mfg. Co., had 
been experimenting with and developing 
a mechanical cotton picker. We had been 
told by our local dealer before leaving 
home that the company considered it 
complete, and after this picking it was 
going back to the factory for blueprint- 
ing and production. We had a private 
preview of a machine doing the slickest 
job of picking cotton we had ever seen. 
After crawling over the machine, under 
it, into it, walking in front of it, behind 



Here comes the new Navion! 

Don Doerr, Chief Photographer, 
caught this exciting near head-on view 
of the first 1950 De Luxe 205 Ryan 
Navion during a special photo flight 
over Southern California. 

Hand-holding his Speed-Graphic cam- 
era, Don shot the picture through the 
right rear window of another Navion. 

William P. Sloan and Bill Lake pi- 
loted the De Luxe 205 and camera 
planes, respectively. 

it, beside it and driving it, we placed 
number one and number two orders for 
Kern County, California, on the spot. 

"The following summer I was con- 
fronted with a weed problem in my pota- 
toes after the plants were too large to 
cultivate. 2-4D, the new selective weed 
spray, was supposed to kill any broad- 
leafed plant. I had heard that Dr. Baake 
of Iowa State College at Ames, Iowa, had 
been doing some research work with 2-4D 
on potatoes with success. 

"My son, who is 13, and I took off for 
Iowa State College. Bill takes over when 
I feel a siesta coming on. I have slept an 
hour or more at a time and never awak- 
ened to find Bill off course or at another 
altitude. (I am bragging on my son but 
you can use it to brag on your airplane — 
though I know he loves to jockey throttle 
and prop pitch into combinations of his 
own. 'A guy has to do something,' says 

"Arriving at noon the following day 
we spent the afternoon with Dr. Baake 
getting the benefit of three years inten- 
sive research with 2-4D on potatoes 
through photographs and a personal dis- 
cussion with the man who had done the 
work. Needless to say we came away with 
copies of papers written by Dr. Baake, 
comparability charts, formulae and the 
characteristics of the different forms of 
2-4D on various plants. 

"The next morning we spent two hours 
with Dr. Cook, who has been doing re- 
search work on potato scab, another 
plague of the potato grower. 

"Taking off from Ames at 11:00 am., 
we lunched in Omaha and that night slept 
in Cheyenne. The next afternoon we were 
home. After engaging an airplane spray 
rig for the following morning, I found 
that the particular form of materials I 
needed were not available locally. With 
just enough time left to telephone, I lo- 
cated the materials in Fresno, California, 
100 miles away. The engine in the Navion 
wasn't cold yet when I took off for 
Fresno and 90 minutes later I had my 
eight 5-gallon cans of spray material on 
the runway for the spray rig the next 
morning. I made it home in time for the 
one-quarter apple pie and ice cream 
course of the homecoming dinner. Bill 
had eaten all the chicken! ■ 

"Using the information gained at Iowa 
State I did a three-in-one job of spray- 
ing by incorporating into one solution 
2-4D for weed control, Tetraethyl-pyro- 
phosphate (TEPP) for a quick kill of in- 
sects and liquid DDT for a residual insect 
poison. Yes, this trip really paid dividends 
— but quick. 

"Is it any wonder that I claim it's my 
Ryan Navion which makes it possible for 
me to do so much in the way of new 
farming operations?" 



84 5 8 




bring about prosperity by discouraging 

strengthen the weak by ■weakening the 

help strong men by tearing down big 

help the 'wage earner by pulling do'wn 

the wage payer, 
further the brotherhood of man by en- 
couraging class hatred, 
help the poor by destroying the rich, 
establish sound security on borro'wed 

keep out of trouble by spending more 

than you earn, 
build character and courage by taking 
away man's initiative and independence, 
help men permanently by doing for them 
what they could and should do for 




FOl Til 




RVnn Metal Products 


EOaust Systems • Jet and Rocket Engine Components 



Sec. 34.66, P. L.&R. 


San Diego, California 
Permit No. 437 


Here's the newest member of a distinguished family. It's a big, 
rugged, still better Navion . . . unsurpassed for safe, easy flying. That's 
why it's the only plane in its class used by the U.S. Army Field Forces 
. . . why it's preferred by non-professionals everywhere who fly for fun 
and profit. The 155 mph all-metal Navion offers you most of what you 
want most: restful, relaxed flying In a beautifully appointed, roomy 
cabin that's sound-proofed, ventilated and well-equipped. Navion gives 
you superior stability under all flight conditions. It forgives pilot error 
short of deliberate foolhardiness. Big. Fast. Riigged. Safe and easy-to- 
fly. That's Navion, the dependable airplane. ^ ^- - — & 8 



A new, hardworking plane 
for all who need modem, 
safe air transportation at 
minimum cost. Ideal for 
heavy-duty chores. Retains 
all safe, easy-flyijig fea- 
tures. ''■'. ■% \i ij 

New adjustable cowl flaps 
give improved engine cool- 
ing; new cylinder head 
temperature gauge; new 
radio antenna; improved 
ventilation. Three beauti- 
ful new colors. 

The 260 hp Lycoming 
model gives top all around 
performance, cruises at 
170 mph. climbs 1250 
fpm, and combines fa- 
mous Navion rugged sta- 
bility and safe flying. 


Write today on business letterhead for more information 


Spinner available as extra equipment 

y^Check these Navion Features 
for Safer, Easier Flying! 

I^UPERiOR STABILITY for easiest air 
ride under all flight conditions. 


landings, quicker take-off's, faster climb. 

KuNEQUALLED VISIBILITY. . . all around. 
over the nose and directly back. 

rxiSi ROUGH FIELDS with confidence, 
even in cross winds, on mud or snow. 


able; higher ground clearance, sturdier 
landing gear. 

wing design gives aileron control below 
stalling speed. 

Vrugged CONSTRUCTION throughout. 
Navion was designed from the start for 
heavy-duty flying. 

tive positioning, lower a full 43°, give 
63 Cr more lift for landings under 50 
mph with average loads. 

t^lL-METAL DURABILITY. Wrinkle and 
dent-resistant skin. 



smooth, effortless, coordinated control. 



TtDTTli; N0.13 


^ i- 


Heated Air 
To Duct System 

" ■ -r ■&»•'. ^„ - 



by M. G. Beard, Director of Flight Engineering and Dave Nortli, Asst. Project Engineer, American Airlines 

SINCE 1947, the airlines have been push- 
ing a new kind of vehicle through the 
occasional icing clouds over these United 
States. It differs from its predecessors in 
that it is equipped to keep various essential 
airfoil surfaces warm (above freezing) 
when flying through an atmosphere below 
freezing. Thermal anti-icing of wing and 
tail surfaces with heated air, cyclic de- 
icing of propeller leading edges with elec- 
trical heating elements, and warming of 
the cockpit windshield glass with either 
heated air or electrical power is now a rou- 
tine accomplishment on many airlines. 

It IS miportant to remember only one 
thing — that heated wing surfaces on pres- 
ent day aircraft are merely iiarni (32^ to 

100 F.) rather than hot ^ and that only 
the leading edge is heated rather than the 
entire airfoil. 

The Consolidated Vultee Convair 240 
airplanes, of which there are about 175 
units in service, has an airfoil anti-icing 
system similar in principle to that of the 
DC-6 except that the heat source is a heat 
exchanger device converting the energy 
of the powerplant exhaust gases into use- 
able heat. Four of these exchangers, or 
augmentor tubes, as they are called, are 
installed in each Convair, two per engine 

The outboard augmentor in each nacelle 
sends heat to the adjacent outer wing 
pane! and some heat to the inboard wing 

section plus a cross-over duct to the op- 
posite wing system. The latter is for use 
during single engine operation. Each in- 
board augmentor tube sends heated air 
to a converging duct in the fuselage 
through which heat is distributed to the 
cabin air system or to the tail anti-icing 
systems or both as selected by the oper- 
ating crew. Air temperatures at the origi- 
nating source (the augmentor tube) are 
usually within the range of 3 50° to 
450 F. depending mainly upon the var- 
iables of airspeed, O.A.T., engine power 
and augmentor vane position. 

What results in reliability and safety of 
scheduled flights are being achieved by 
the use of ice preventative "tools" m the 

hands of today's skilled flight crews? 

No sooner had the DC-6 been put into 
operation, than a controversy arose be- 
tween operating personnel as to whether 
the heated wing system was more efficient 
when used as an anti-icer (preheated be- 
fore entering icing conditions and con- 
tinuously heated during icing conditions), 
or as a deicer (entering the icing condition 
cold and turning on at intervals as re- 
quired to melt off ice deposits formed) . 

Although the manufacturer's instruc- 
tions for both the DC-6 and Convair indi- 
cated clearly that heated wings were most 
efficient when operated as an anti-icing 
system, it was natural that operating per- 
sonnel should take exception to such in- 
struction, and do some personal experi- 
menting under icing conditions. From 
long experience with pneumatic rubber 
deicer boots it was learned that boots 
under some conditions are more effective 
as deicers with intermittent operation than 
as anti-icers under continuous operation. 
Also under certain severe conditions of 
hard, low-temperature rime ice, it is con- 
sidered better to leave pneumatic boots 
entirely inoperative. It is, therefore, per- 


This article is o 
condensation of the 
paper, "Operotionol 
Results of Thermal 
Anti - Icing," pre- 
sented at the re- 
cent annual meet- 
ing of the Society 
of Automotive En- 
gineers. The sub- 
ject matter of the 
paper includes both 
exhaust gas heat 
exchanger and combustion heater in- 
stallations. This condensation, how- 
ever, covers only the system using heat 
from the powerplont exhaust gas as 
illustrated by experience with the Con- 
vair Liner 240 transport for which 
Ryan manufactures the exhaust col- 
lector. The Douglas DC-6 uses a Ryan 
ejector-type manifold system to pro- 
vide increased speed through jet pro- 
pulsive thrust. Heat for the DC-6 anti- 
icing is from a gasoline combustion 

fectly normal that pilots would wish to 
investigate individually the relative merits 
of heated airfoils when used as anti-icers 
or deicers. Convair made a special study of 
these two methods and their training film 
indicated clearly the advantages of using 
the system in the anti-icing manner. 

During icing tests in moderate to heavy 
ice on both models, encountering many of 
the various types of icing over a great 
range of temperatures, it was concluded 
that both the DC-6 and Convair icing 
systems are most efficiently used as anti- 
icing systems with air foils full warmed 
before entering the icing area, continuous 
heating during the icing encounter and 
afterwards until all runback is dissipated. 

Pilot reactions following the past win- 
ter's operations have been predominently 
favorable. The airlines generally have not 
attempted to negotiate more severe icing 
conditions this past winter with the DC-6 
and Convair than would have been flown 
with the DC-3's and DC-4's equipped 
with wing deicer boots. Pilot concensus 
at the end of last winter was that heated 
airfoil efficiency was higher throughout 
the winter than would have been accom- 
plished by deicer boots. The amount of 
"runback" present under certain condi- 
tions was disappointing and indicated need 
of improvement in future designs. 
(Continued on page 24) 



THE mi m MM 

OF A PRiice 

"^^F the 10 Navions which we or- 
^^ dered, one was purchased by His 
Highness the Maharaja of Dumraon. I 
arranged the employment of a personal 
pilot named Capt. David Todd. H. H. 
enjoyed his Navion and in fact felt very 
proud of its appearance and performance 
and to date this aircraft has given approx- 
imately 80 hours of trouble free service. 
During the latter portion of October, he 
decided to fly from Calcutta to Shillong 
in Assam, where he was in residence at 
the time for a hill station holiday. This 
trip was accomplished without incident, 
flying north, skirting the Pakistan border, 
flying East along the Brahmaputra river 
to the landing strip at Gauhati, the near- 
est airstrip to Shillong. 

"From the strip he had to travel by road 
to Shillong at a height of approximately 
4500 feet where the cUmate experienced is 
equivalent to our spring and summer. On 
the 14th of November, Captain Todd, 
who was back in Calcutta, received a cable 
informing him that H. H. had expired 
and that his Navion was urgently required 
at Gauhati to collect his body. Todd con- 
tacted me and we decided to fly together 
to Gauhati. 

"The flight to Gauhati was without in- 
cident and on arrival found the body of 
H. H. lying in his limousine at the air- 
strip. We removed the Navion's rear seat 
back rest and laid it lengthwise in the 
cabin. Upon this we laid a mattress and 
carefully we removed the body from the 

For sheer dromo and unusual cir- 
cumstance it- would be difficult to 
match the last flight of His Highness 
the Maharaja of Dumraon, in his be- 
loved NAVION. Squadron Leader T. A. 
Coomber, General Manager of HIN- 
NAVION Distributor for Indio, has 
written a poignant letter describing 
this unique mission. 

car and placed it gently in the aircraft. 
Todd and I took our places and H. H.'s 
private secretary took the seat on the 
starboard side of our incumbent passenger. 

"As darkness was already falling, we 
found it necessary to proceed back to Cal- 
cutta where full night landing facilities 
are available. This we did without inci- 
dent, making a perfect night landing at 
Dum Dum Airport. Due to the lateness 
of the hour and also to the fact that a 
very early take-off was necessary the fol- 
lowing morning to get the body of H. H. 
to its last resting place, it was decided to 
picket the aircraft at the airport, leaving 
the body inside the cabin. There his sec- 
retary spent a very uncomfortable night 
sleeping on the hard tarmac underneath 
the main-plane of the Navion, keeping 
watch as is the custom. 

"At 3:30 the following morning, I 
drove down to pick up Todd and we pro- 
ceeded back to the airport where we ob- 

tained clearance. Upon proceeding to the 
aircraft, we opened the canopy and found 
the cockpit full of flowers and garlands 
which had been placed there during the 
night by sorrowing relatives; the scent 
from the exotic eastern blooms was a 
trifle overpowering! 

"We took off and flew an approximate 
course of 313° to Patna where we landed 
for refueling and to meet the elder son of 
H. H., the heir apparent. Here the ar- 
rangement was altered, as originally we 
intended to fly the body to the State of 
Dumraon for its cremation, but the son 
decided to proceed further west to Benares, 
the most holy city of India, for the crema- 
tion. It is pointed out at this stage that 
we had a full load of fuel, there were 3 
persons sitting in the two front seats, and 
the body of H. H., in addition to his 
private secretary in the rear of the air- 
craft. Also we were carrying approxi- 
mately IJO lbs. of baggage. My estimate 
of the total useful load carried was in the 
region of 1150 lbs. but the Navion took 
off with no flap in approximately 800 
yards with no trouble at all. 

"We flew East reaching Dumraon, 
where we did a few circuits around his 
palace and finally dipped in salute to a 
huge gathering of his subjects. We then 
proceeded directly to Benares. Here the 
body was off-loaded into a conveyance and 
carried to the banks of the Ganges for 
cremation in accordance with the Hindu 


By Colonel Harry J. Sands, Jr., USAF 

Assistant for Guided Missiles 
Wright-Patterson Air Force Base 


Col. H. J. Sonds 

ANY new fields 
of development 
face science, industry 
and the armed forces. 
The guided missiles field 
is commonly accepted 
as the most complex and 
most difficult of all, 
since in no other realm 
of development are so many branches of 
physical science directly, or indirectly, 
involved — aerodynamics, thermodynam- 
ics, electronics, mathematics, mechanics, 
ceramics, heat transmission, chemistry and 
combustion, metallurgy, ballistics, mete- 
orology, astronomy, cartography and oth- 
ers. The integration of all of these sciences 
into the development of successful guided 
missiles will task the ingenuity and the 
initiative of American industry and sci- 

(Cuiitiiiued on page 4) 

A tremendous amount of reseorch goes into every new guided missile project. 
For example, in the gigantic wind tunnel at the Wright-Patterson Air Force 
Base, Dayton, Ohio, studies are conducted of the aerodynamic characteris- 
tics of the Ryan "Firebird" air-to-air experimental rocket-powered missile. 

Members of the "689" Board shown during a recent visit to Ryan confer- 
ring with Ryan engineering personnel on the XQ-2 jet target plane. (L. 
to r. ) Lawrence Bruno and Bernord Bayuk, Air Force; hiarry Sutton, Ryan; 
Maj. J. K. Taylor and Col. Sands, Air Force, and Donald Thompson, Navy. 

With target plane, guided 

missile and ]et engine 

parts projects, Ryan 

has an important 

role in the future 

of Air Power 

In the event of another war, the em- 
ployment of guided missiles will encom- 
pass the following missions: the AIR DE- 
FENSE of the continental United States, 
the TACTICAL SUPPORT of ground 
forces and the conduct of STRATEGIC 
AIR WARFARE necessar)' to destroy an 
enemy's capacity to wage war and his 
will to fight. 

To accomplish these three objectives, 
four major types of missiles are being de- 
veloped — the air-to-air, the surface-to- 
air, the air-to-surface, and the surface-to- 
surface missiles. 

The air-to-air missile is a weapon which 
will replace conventional aircraft arma- 
ment such as the 20 millimeter guns of 
World War II. Such a weapon will be 
capable of being launched from a fighter 
or bomber aircraft and travel several 
miles at supersonic speeds to destroy an 
enemy aircraft target. Necessarily, such 
missiles must be as compact as possible 
to allow the maximum number to be 
carried by our aircraft. 

The surface-to-air missile is a defensive 
weapon which can best be described as a 
pilotless interceptor. Such missiles must 
be capable of being launched from de- 
fensive ground sites surrounding strate- 
gically critical areas, such as large indus- 
trial centers and military installations and 
being guided automatically to the ap- 
proaching enemy aircraft targets. 

The air-to-surface missile is an exten- 
sion of the conventional type of bomb. 
Such a missile will be launched from an 
aircraft and, instead of falling vertically 
as does the conventional bomb, it will 
travel, perhaps, hundreds of miles after 
its release with pinpoint accurac\ to its 

The surface-to-surface missile is the 
type of missile which we normally visu- 
alize when we hear the term "push-button 
warfare," for this is the type of missile 
which is launched from one point on the 
earth's surface against a target at another 
point on the earth's surface thousands of 
miles away. Thus, such a missile would 
perform the mission of long range stra- 
tegic bombers. 

Obviously, many problems must be 
solved before any of these missiles can 
become realities. Some of the major prob- 
lems are: 

1. The development of materials to 
withstand the high temperatures which 
will be experienced in supersonic flight. 

2. The development of high speed 
power plants such as ramjets, turbojets 
and rockets. 

3. The development of fuels of greater 
efficiency which will allow the attainment 
of longer ranges at higher speed. 

4. Control systems for missiles of var- 
ious types and speed ranges. 

5. The development of automatic guid- 
ance systems to carry the missiles to their 
targets with a high degree of accuracy. 

In addition to the purely technical 
problems which are involved in the de- 
velopment of guided missiles, many auxil- 
iary developments will also be required to 
make guided missiles operational weapons. 
For instance, in the case of surface 
launched missiles, launching ramps, 
launching towers, handling equipment, 
erecting equipment, servicing towers, elec- 
trical, hydraulic and pneumatic checking 
panels, fuel servicing tankers, and many 
other related pieces of equipment are re- 
quired to prepare such a missile for launch- 
ing. Furthermore, before a missile of the 
surface-to-air type can be launched, early 
warning devices are required to detect 
the approaching enemy aircraft, and 
tracking radars, computers and initial 
guidance mechanisms will be required to 
put the missile into action. 

Another development which must go 
along with the development of guided 
missiles themselves is the development of 
airborne targets and drones which are 
required to test missiles to be launched 
against air targets such as the surface-to- 
air and air-to-air missiles. The project of 
(Continued on page 24) 

This Convair Lark is designed to intercept and destroy enemy aircraft be- 
fore ship or shore targets can be attacked. The missile is powered by a 
high thrust, liquid fuel rocket motor. Added momentum for launching is sup- 
plied by a twin-rocket booster assembly which separates early in flight. 

As a means of recording hitherto unknown facts about the physics of the 
earth's thin upper atmosphere, the U. S. Air Force uses on intricate group 
of compact instruments in the V-2 rocket. Ready to soar 100 miles or more 
into space, o V-2 is shewn in its huge launching ramp at White Sands, N. M. 

IXTM!" lews (loverage 

The Everett' Daily Herald goes right to the source of a news story in their speedy Navion called Herolder II. Shown 
here in front of a Boeing Stratocruiser (for which Ryan builds both the manifolds and the rear fuselage section' 
are (I. to r.) M. W. McQuillin, Aviation Editor and Robert Best, Publisher. Chuck Walters, pilot, in the Navion. 

I S it a spot news story with pictures 
' which must make today's edition, or 
is it an executive's conference in a city 
miles away across colorful Puget Sound? 

Or is it a promotion expedition to show 
Eastern business men the market poten- 
tials of the great Northwest, or a pleasure 
hop with some local advertiser to view 
his home from the sky? 

Whatever the purpose the Everett Daily 
Herald, published daily at Everett, Wash- 
ington, presses into service its sleek, rugged 

Ryan Navion to get the personnel there 
and get them back. The "Heralder 11," 
as the plane is christened, is one of the 
hardest working and most reliable mem- 
bers of the staff. Twenty-six executives 
and other employees use it for business 

Although several newspapers in the 
Northwest own and operate their own 
planes, the Everett Herald has pioneered 
such a trend in the Evergreen state, and 
the trim craft, with its large lemon yellow 

letters which are the same as the masthead 
of the newspaper, is a familiar sight to 
thousands of people throughout Washing- 
ton, Oregon and California. 

The log of the Navion shows increasing 
business use of the airplane. Personnel 
transportation of executives to conven- 
tions and business appointments in Port- 
land, Oregon, Spokane and similar distant 
places are made in a matter of an hour, 
thus cutting considerably the time the 
executive need be away from his desk. 

by M. W. McQuillin, Aviation Editor, The Everett Daily Herald 

As The Herald is one of the operators 
of the West Tacoma Newsprint Com- 
pany, there is frequent occasion to fly to 
Tacoma and return the same afternoon, 
a full day's trip by automobile. 

For the past two years Robert D. Best, 
publisher, has been president of the Allied 
Daily Newspapers, which has necessitated 
numerous trips to committee meetings as 
well as the four regular sessions. As the 
executive secretary to the Association is 
located in Olympia, nearly 100 miles from 
The Herald office, the Heralder II expe- 
dited this travel. 

It is common practice for Mr. Best to 
pick up other publishers in the state and 
fly them to the meeting city. In addition, 
business interests necessitate frequent 
trips to Grays Harbor, which requires 
3 ! 2 hours driving one way. The Navion 
makes the round trip in less than one hour. 

Only last week we had occasion to fly 
to Grays Harbor. What made this par- 
ticular trip unusual was the ten inches 
of unpacked snow covering the runways 
of Paine Field, our home port. By using 
full flaps and picking the nosewheel up 
as soon as possible, the pilot had the plane 
off after a run only a little longer than 

By flying pictures faken at the "Timber 
Bowl" parade back to their main office, 
the Everett Doily Herald hod the papers 
back to the spectators the very some day. 

needed for regulation take-offs. The Nav- 
ion just seemed to bounce into the air 
in spite of all that snow. 

Predecessor to the company owned 
Navion was a two-place airplane used by 
the newspaper company for three years. 
This smaller craft proved the value of an 
airplane for newspaper use and it became 
apparent that a four-place ship would 
render double the utility. Hence the Nav- 

ion, which also has remarkable value for 
picture taking. 

The Navion is used by all departments 
of the business — advertising, circulation, 
news coverage, photography and promo- 
tion work. It has been used to carry eastern 
executives over the Washington territory 
to give a bird's-eye view of the market 

Among the spectacular uses to which 
the Heralder II has been put was coverage 
of the disastrous Vanport, Oregon, flood, 
the more recent floods in the Mount Ver- 
non, Wash., area and the swift coverage 
of the famed Darrington Timber Bowl. 

Darrington, a small logging town bur- 
ied deep in the Cascade Mountains and 
some 60 miles from Everett, has gained 
nation-wide fame for its annual celebra- 
tion. On the morning of the big parade, 
a feature of the celebration, the Navion 
was dispatched with a reporter and pho- 
tographer to cover the event. A half hour 
after the parade got under way at 11 
o'clock, the pictures were on film and 
pilot "Chuck" Walters was winging his 
way back to the home field in time to 
get the pictures in the first edition. 
(Continued on page 20) 

Using the flexible Navion, Chuck Walters was able to deliver "today's edition" of the Everett Doily Herald 
to the remote mountain town of Darrington, Washington, opproximotely three hours after the pictures were 
snapped of their famed "Timber Bowl" parade. By ground transportation, it would have token at least two days. 



At General Elecfric's Lockland, Ohio, plant, these compressor rotors ore carefully examined before being assembled into stotor 
assemblies. Seen in the background ore Ryan-built exhaust cones which fit onto the aft section of the J-47 jet engine. 


by Douglas D. Lawson. Purchasing Agent, 
Aircraft Gas Turbine Divisions, General Electrif Company 

Installation crew working on G. E. J-47 engine in the jet pod slung beneath the 
wings of the Boeing B-47 Strotojet bomber. Ryan not only builds the exhaust cone 
for the J-47 engine, but also fabricates the tailpipe for the bomber. These some 
jet pods ore used to provide added thrust for the B-36 inter-contlnentol bombers. 

EXPANSIBILITi""— that is, the poten- 
tial of industry to expand production 
rapidly and efficiently in time of national 
emergency — is the keynote of General 
Electric's J-47 jet engine assembly plant 
at Lockland, Ohio. 

Some two hundred sub-contractors from 
.ill parts of the United States are partners 
in this plan of industrial mobilization. 
Thev manufacture the thousand and more 
parts of the J-47 engine; sub-assemble and 
ship them to Lockland. Here the manu- 
factured parts are assembled into com- 
plete jet power plants; tested, re-assem- 
bled, re-tested and sent to aircraft plants 
for installation in Amrica's most advanced 
fighter and bomber planes. 

It's a big program . . . one which re- 
quires close coordination and precision 
manufacture every step of the way. Gen- 
eral Electric produces the J-47 jet engine 
at two plants — the assembly operation at 

Lockland and its own "raw material to 
complete engine" manufacturing plant at 
Lynn, Massachusetts. 

In time of emergency, the Lynn plant 
would have to concentrate on research and 
development of still newer jet engine 
types. The Lockland plant, because its 
manufacturing operations are spread over 
many sub-contractors through the coun- 
try, represents an "expansible" facility 
which could produce a large increase in 
finished units in a remarkably short time. 

That the Lockland plan is both sound 
and economical is attested by the fact that 
it has already saved millions of dollars in 
plant equipment and tooling. 

In determining which companies should 
share in the engine sub-contracting pro- 
gram, four factors were considered: 

L Facilities required to do the particu- 
lar job. 

2. Facilities available in the sub-con- 
tractors plant. 

3. Sub-contractors' previous experi- 
ence and performance record on similar 

4. Sub-contractors' price quotation. 

(Cunfhiiied on page 21) 

Upper: After receipt of Ryan-built exhaust cones, the parts 
are fitted into J-47 engines. In this picture, the tailcones 
are being dismounted after o preliminary engine test. Lower: 
The North American F-86 Sabre, holder of the world's speed 
record. Seen in the background is the J-47 engine and tailpipe. 
Tail assembly will be attached to main part of the plane. 

General Electric, Ryan and 200 other 

sub-contractors form a neu> type 

of production team for 

'' expansibility" 


Seen here installed in the C-119's Pratt & Whitney engine is a Ryan manifold. By use of transversal slip 
joints in the Ryan manifold, a light-weight flexible joint is provided which accommodates collector motion. 

11 ELPiNG to make the Fairchild C-119 
' ' "Packet" the standard troop and 
cargo airplane for the U. S. Air Force and 
Navy are Ryan exhaust systems, currently 
being installed in the Packets at the Fair- 
child Aircraft Division in Hagerstown, 

Combining higher payload with greater 
power and maneuverability, the new Fair- 
child C-119 "Packet" now entering Air 
Force and Marine Corps service is an 
even more versatile cargo and transport 
plane than the famed Fairchild C-82 
"Flying Boxcar" which it replaces. 

After more than five years of operating 
experience with the C-82s, Fairchild en- 
gineers and the Air Force's Air Materiel 
Command experts were able to design into 
the new "Packet" many features and ad- 
vantages leading to increased etficiency 
and performance. 

by ^orm Bryan, Power Plant Staff Engineer, Fairchild Airplane Division 



Major improvements In the new Fair- 
child C-119 include: 

1. The pilot's compartment has been 
lowered and moved forward, giving pilots 
unobstructed visibility for formation fly- 
ing, delivering paratroopers over the drop 
zone, and for ground maneuvering. 

2. Cockpit instruments have been re- 
arranged for a more functional grouping, 
making the pilot's task easier. For instance, 
all pilot radio equipment is located on the 
control pedestal between pilot and co-pilot 
and within easy reach of either. 

3. Cargo capacity has been enlarged to 
2700 cubic feet, with a 14-inch widening 
of the fuselage, a feature of major benefit 
to the military's air-transportable units. 
The cargo hold has unobstructed loading 
spaces for such bulky equipment as 15 5 
millimeter howitzers, as many as six small 
automobiles, heavy trucks, etc. Large 
clamshell doors which open the entire rear 
of the cargo compartment at truck bed 
level permit easy loading and unloading. 

(Continued on page 21) 

Many months of preliminary team-work between Ryan and Fair- 
child went into this manifold system for the C-1 19. Here is one sec- 
tion of the manifold being Installed in the Pratt & Whitney engine. 

The Fairchild C-119 Packet in flight. Designed os a troop and 
cargo airplane, the new Packet con carry a 30,000 lb. poylood. For 
rescue work, it can carry a large helicopter for emergency use. 

One of Ryan's furbo-jet engine test stands is the scene of o technical lecture 
by project engineer William Immenschuh. In this steel and concrete test cell, 
Ryan has developed "afterburners" and other specialized jet engine accessories. 

^^F necessity, the cloak of military 
^^ security must be thrown over the 
activities of an ever-increasing group of 
scientists and military men engaged in the 
many branches of guided missile and pilot- 
less aircraft research. Several such groups 
have recently visited the Ryan plant to 
observe projects under way in the labora- 
tory and in the manufacturing depart- 
ments. Selected oflScers of the Army, Navy 
and Air Force specializing in these fields 
are pictured in these photos while attend- 
ing special familiarization classes conduct- 
ed by Ryan experts. 


How the gas of piston-engine exhcust systems can be harnessed 
and put to work to provide heat for anti-icing, for passenger 
cabins, for carburetors and other uses is explained by engineer 
Harry Schmidt whose special field of study is thermodynamics. 

Visiting missile experts learn the secrets of the XQ-2 jet 
propel^ed pitotless target plane from Ryan engineers. Half 
the size of a standard jet fighter, the XQ-2 is a high-speed 
radio-controlled drone for gunnery and interception training. 

The use of radar, electronic and servo-mechanism devices to pro- 
vide almost human intelligence for guidance of pilotless planes 
and missiles is the subject of the lectures in this laboratory. 
Ryan engineers Jim Smith (I.I and E. B. Clapp lead the talks. 

The one time during their visit when Ryan's cameromon did 
not have to be on guard against showing secret devices was 
when the missile experts inspected the Ryon Novion assembly 
line under the guidance of project engineer D. H. Williams. 


Reprinted From 



Edwin I. M\ 

T. Claude Ryan, founder-president of fhe Ryan Aeronoufical Company, stands before two 
famous Ryan planes in this 1934 photograph: the high-wing M-l monoplane (19261, and the 
low-wing S-T (1933), predecessor of the famous wartime Army-Novy PT training planes. 


Ryan, San Diego's pioneer plane builder, has had a glorious history 

IT is common folklore that the great U. S. aircraft companies 
were founded by fanatic young aviators who were com- 
pletely balmy on the subject of flying and lived only to create 
airplanes. This tradition may be partly true, but it is possibly 
more accurate to say that most of them stumbled into the 
business as a result of having constantly to repair, repatch and 
rebuild the rickety old crates of 
those days as a prerequisite to 
regular flight. In the case of T. 
Claude Ryan, the founder and 
president of Ryan Aeronautical 
Company, San Diego's oldest 
plane manufacturing plant, both 
incentives were at work. Ryan, 
along with Donald Douglas, Lar- 
ry Bell, Glenn Martin and Rube 
Fleet, is one of the genuine arti- 
cles, a pioneer flyer-builder who 
lived to see his flimsy repair shop 
grow to become a giant industrial 

The story is told how Ryan, a 
shy, dark young Dana Andrews 
type who had gotten out of the 
Army Air Corps only a few 
months before, came to San 
Diego in 1922 to get in some 

The present site of the Ryan Aeronautical 
Company covers 43 acres and was begun in 
1939, the year war orders began pouring in. 

hours at the old Rockwell Field (now Naval Air Station, 
North Island). While getting a shave preliminary to reporting 
in, Ryan got to talking with the barber about flying and 
learned that a local flyer, who had done too well smuggling 
Chinese via air over the border and landed himself in a federal 
penitentiary, had left vacant a perfectly good air field down 
by the waterfront. Perhaps Ryan 
would be interested in taking it 
over. True to the Horatio Alger 
tradition, he rushed to survey the 
field and found it a precarious 
landing strip set neatly in the 
midst of high tension wires, a 
couple of telephone poles and the 
mast of a dredge. Next he inter- 
viewed the harbormaster to in- 
quire about the rental. Joe Bren- 
nan told him, "$50 a month." 
"Don't think I'll take in that 
much in a month," Ryan said. 
"Well," Brennan said, "tell you 
what. We like to help new bus- 
inesses here in San Diego. Sup- 
pose you try it, see how it goes, 
then we'll decide on the rent 
later." Next Ryan went into a 
(Continued on next page) 


Ryan at the controls of a Ryan-Standard biplane. In 1923, Ryan 
bought six old Standards as war surplus, completely rebuilt the 
two-place, open cockpit aircraft into five place cabin planes. 
With them he launched the Los Angeles-San Diego Air Line. 

In 1943, the United States Navy gave Ryan the job of designing 
and building a combination iet-plus-propeller fighter. The FR-1 
Fireball, obove, was the first of its kind. XF2R-1 "Dark Shark" 
and XFR-4 research planes followed production of FR-1 model. 

The Spirit of St. Louis, Lindbergh's plane in the famous 1927 At- 
lantic hop. Designed by Ryan, it was ready for flight in 60 days. 

"Free parking" to local pilots made Ryan Field San Diego's heod- 
quarters for aviators and the main airfield in the early I920's. 

huddle with the commandant of Rock- 
well Field, a young aviator — Lt. Col. 
named Henry H. "Hap" Arnold, to nego- 
tiate the purchase of a JN4-D with which 
to start his business. He bid $400 and the 
bid was accepted in Washington. By sell- 
ing his model T Ford for $300, and taking 
everything he had from the bank, Ryan 
got together $450. After paying $25 to 
have the Jenny assembled, he was ready 
for business with $2 5 working capital and 
a piano box for a tool shed. Soon after, 
he began rebuilding other surplus war 
planes and finally graduated to building 
them from scratch. 

In his quietly decorated office today, 
Ryan has two pictures on the wall behind 
his desk. One of them is of General Hap 
Arnold and the other of Joe Brennan, 
the recently retired Port Director. He will 
never forget either of them. From this 
room, Claude Ryan directs the far-flung 
operations of Ryan Aeronautical. Many 
of the pioneer airmen have stepped out of 
the management picture since the War 
and have been replaced with typical Wall 
Street executive types representing the 
new stock control, or by experts in mass 
production and marketing. Ryan, how- 
ever, is still very much the boss. 

The name Ryan means something in 
the business. Ryan was the first to pioneer 
in the field of enclosed cabin, high mono- 
planes, the first to establish a year-round 
regularly scheduled airline service \n the 
United States, and the designer and builder 
of the famed Ryan S-T, a low-wing all 
metal monoplane which rendered obsolete 
the old biplane primary trainers and be- 
came the model for thousands of primary 
trainers used by the air forces during the 
War — many of them built by Ryan itself. 

Today. Ryan presides over a business 
which is not only diversified within the in- 
dustry, so to speak, but within itself. To 


keep things in order, he has divided his 
company into two operating divisions, 
the Airplane division and the Metal Prod- 
ucts division. The former, which contrib- 
uted some 60 per cent of the gross last 
year, makes the Ryan Navion, manufac- 
tures major airframe components and as- 
semblies for the larger type aircraft and 
produces other products, meaning guided 
missiles and such, in limited quantities for 
the Air Force, the Navy and the Army. 
Ryan got into the manufacture of 
exhaust systems in 1937 and it soon be- 
came a Ryan specialty. The company 
built more than 150,000 exhaust systems 
during the war years alone and practically 
every major aircraft manufacturer has 
used them as standard equipment at one 
time or another. Today they are produced 

by the Metal Products division, which 
turns out a confusingly heterogeneous 
collection of items ranging from de-icing 
kits to rocket bodies. Basically, it designs 
and manufactures products fabricated 
from the heat- and corrosion-resistant 
alloys, principally stainless steel products 
used as accessories for aircraft and engines. 
The day war was declared in 1917, 
Claude Ryan hopped a train from his 
home town of Parsons, Kansas to join up 
in the Navy Air Corps in Joplin, Missouri. 
As a kid, Ryan had been possessed of more 
than the usual kid's desire to fly and had 
spent hours poring over all the books on 
aviation in the little town library. The 
Navy, however, turned him down because 
he was under-age (19) and the Army did 
(Continued on page IS) 


Upper right: Subcontract- 
ing of aircraft compo- 
nents such OS these Boe- 
ing C-97 rear fuselage 
sections is big part of 
Ryan business. Right: One 
of Ryan's three 1950 pro- 
duction models for the 
commercial market is this 
De Luxe 205 Navion. 
Cruising speed is 155 
mph. Far right: Jet ex- 
haust cones for General 
Eiectric's J-47 jet engine 
are port of ever-increas- 
ing Ryan production of 
components for turbo-jet 
and gas turbine engines. 

The Aerobee high-altitude sounding rocket being built for the Aerojet Eng. 
Corp. travels at 3000 mph to record conditions 75 miles above the earth. 

T-35 tailpipe assembly is largest ever 
mode for turbo prop installation. 

Here in pictures is the story of a day's work accomplished with a Navion by exec- 
utives of Willson Products, Inc. After on eorly morning toke-off from company 
headquarters in Reading, Po., the first possenger delivered is Jack Davis of the 
sun gloss division whose business is in Newark, N. J. The next stop is . . . 


New London, Conn., where T. A. Willson, Jr., industrial division executive, gets 
off for on oppointment. He'll be picked up later for return flight to Reading. 

I ISTEN for a few minutes to tall, genial 
^ Tom Willson, president and guiding 
hand of Willson Products, Inc., and you'll 
soon be convinced that a business organ- 
ization of any size without its own air 
transportation in this day and age is in 
as ludicrous a plight as the company 
which thirty years ago refused to incor- 
porate that fantastic upstart, the automo- 
bile, into its transportation system. 

As top executive of an internationally 
important manufacturing concern, spe- 
cializing in the production and sale of per- 
sonal safety equipment and sun glasses, 
under the famed title "Willsonite," he 
sees to it that his company's plane is avail- 
able for the business travel needs of at 
least twenty key people in the organiza- 

You quickly observe that this S3 -year- 
old executive and pilot thinks nothing of 
pacing his own business day or week to 
his Navion's 150 mph cruising speed. At 
this speed, with none of the fatigue cus- 
tomary with auto travel at less than a 
third the plane's ground-covering rate, he 
can see more people, accomplish more 
work and be home in Reading, Pennsyl- 
vania, more often than any non-flying 
executive would believe possible. 

Also a frequent user of the plane is his 
son, Tom, Jr., who works in the com- 
pany's Industrial Division. A quick run- 
down of a single day offers a fine example 
of the Navion's business ability. 

Take this one day last summer, for in- 
stance. Young Tom Willson took off from 
the Reading Airport in the early morning 
with Jack Davis, a fellow executive from 
the Sun Glass Division, a third passenger 
and 300 pounds of cargo. 

In the Navion's big luggage compart- 
ment this trip were pages for a Willson 
catalog urgently needed by a customer in 
Rhode Island, and a new sun glass display 
anxiously awaited by the Willson Sales 
Promotion Manager in Boston. 

Their first stop out of Reading was 
Newark, New Jersey, where Davis left the 
party. The others flew on to New London, 
Conn., Willson's destination. A company 
pilot carried on to Westerly, Rhode Island. 
There George Albrecht, Sales Manager for 
Ashaway, Inc., Willson Products distribu- 
tor in the sporting goods field, met the 
Navion at the air held, unloaded his cargo 
quickly, helping plane and pilot to take 
off promptly for Boston. At Boston, H. W. 
Huddleston, the Sales Promotion chief, 
was eager for the sun glass display which 
he was to deliver that afternoon to Guy 
Monroe of Davis Sales Associates, the Will- 
son agent in New England. 

This last stop was by no means the end 
of a day's work, however. Not by a long 
flight! With Huddleston aboard, they took 
off on .1 direct route for New London to 
pick up Willson, who had finished his job 
there by this time. Next came a sharp 
course change in favor of New York City, 
Huddleston's goal. Before five p.m.. Will- 
son was back at Reading Airport, his ini- 
tial point of departure. 

"And all of this was accomplished in 
less than a day, at a saving of $48.82, not 
including savings in travel time for the 
personnel involved, and the expense of 
hotels, meals and pullmans which were 
eliminated. Nor should we forget the great 
importance of our being able to fast- 
deliver materials badly needed at two such 
distant places," Huddleston explains. 

"Our products are distributed on a 
worldwide basis. They're sold all over the 
U.S. and in more than one hundred foreign 
countries. Keeping close contact with just 
the domestic outlets used to be a problem 
of great magnitude. Then we got our own 
plane. Now we're taking the task in stride. 

"Too, we use the ship for flying to 
cities where we're setting up exhibits, and 
also put it to work delivering rush orders. 
And there's no faster nor more impressive 
way to call on customers than in our own 

"When last Christmas, the urgency of 
getting out our catalogs coincided exactly 
with the Post Office's urgency of getting 
out the Christmas mail, the Navion saved 
the day. For example, in the case of the 
New England agent just related, the cata- 
log pages would never have reached him 
on time to be of any real value, had they 
been shipped in any other manner than by 

(Continued on page 20) 

Westerly, Rhode Island, is nexf. George Albrecht, a Willson distributor, takes 
part of a 300-lb. load of catalog pages from pilot Col Reodinger. On to . . . 

Boston and delivery of a new sun gloss display to Guy Monroe, another Willson 
ogent. hi. W. hluddleston, left, promotion mgr., boards plane for trip to NYC. 

Turning toward Reading and home, the Navion has shuttled executives to posts in 5 states in less thon a day. Stops 
in New London to pick up Willson and later in New York City to leave off Huddleston were its lost jobs of the day. 



(Continued on page 15) 
the same thing a few months later in 
California. His next decision was to under- 
write his own training. He fell into the 
hands of a fly-by-night school which made 
the students chip in for gasoline, provided 
only two rickety planes which had to be 
grounded a good share of the time, and 
had no flight instructor. When the in- 
structor was finally obtained, he spent 
most of his time taking up cash customers 
for sightseeing hops. The students struck, 
and Ryan finally got in about two hours 
of flight instruction. "I take credit for 
folding that school," Ryan now recalls. 
"I busted a prop landing from my first 
solo. The school couldn't meet the repair 
bills and gave up." 

On the strength of this flying exper- 
ience, Ryan was accepted as a cadet in 
the Army Air Corps, only to have still 
another disappointment when the armis- 
tice was signed the day after his accep- 
tance. Miffed, he enrolled as an under- 
graduate in mechanical engineering at 
Oregon State. He had a year of this, then 
finally got into the Air Corps again, took 
his training at March Field, and graduated 
with the much coveted pursuit pilot rat- 
ing. For two years he flew forest fire patrol 
in Northern California and Oregon in his 
old No. 13, a Liberty engined De Hav- 
illand. It was the toughest kind of flying 
and Ryan became an expert pilot. 

San Diego's new pilot-entrepreneur 
and his patched up Jenny didn't stay long 
in his skimpy waterfront landing field. 
An itinerant carnival next door brought 
some sightseeing business in for a while, 
and when it moved north, Ryan went with 
it. He was soon back, however, and moved 
to the salt flats further up the bay. Then 
he started thinking like a businessman. 
One day in 1923, a sightseeing bus stopped 
at Ryan Field and he took up the busload 
at $5 a head. He lost no time in making a 
deal with the bus outfit to stop every trip 
at his field and soon Ryan was enjoying 
the pleasant sensation of making money. 
His next inspiration was equally profit- 
able. By oflfering "free parking" to local 
pilots, he made his field San Diego's avia- 
tion headquarters and got a major share of 
the servicing business. 

NOW he was on his way. For a few 
hundred dollars, he bid for and got 
six Standard bi-planes and spare parts from 
a government warehouse in Texas. With a 
crew composed of Hawley Bowlus, later 
a world-famous glider manufacturer and 
designer, Martin Jensen, later a noted 
pilot and John van der Linde, now a key 

production man at Ryan, Ryan began his 
first manufacturing job, rebuilding the 
open-cockpit, two-place planes into five 
place, enclosed cabin jobs. He called them 
Ryan-Standards and in partnership with 
one of his flight students, launched the 
Los Angeles-San Diego Air Line with great 
fanfare on March 1, 1925. It was the first 
year-round, regularly scheduled air line 
in the United States. Ryan's second major 
rebuilding job was on a Cloudster, built 
by Donald Douglas and the forerunner of 
the great series of Douglas airliners. Ryan 
changed it from a three place open cock- 
pit craft (accommodating eight) to an 
enclosed cabin plane to seat ten. 

But Ryan was yet to design and build 
a plane of his own from the ground up. 
He saw his chance in 1925, when the 
government was preparing to turn air 
mail over to private contractors. The old 
DcHavillands the army had used were 

New Member California 
State Aeronautics Comm. 

Earl D. Prudden, Vice President in 
Charge of Airplane Sales, has been 
appointed to the California State Aero- 
nautics Commission by Governor Earl 

In announcing the appointment lost 
month. Governor Warren compliment- 
ed the new commissioner on his many 
years of service to the aviation indus- 
try and its allied programs through- 
out the State. 

A Ryan executive for 22 years, 
Prudden is well-known for his avia- 
tion leadership including long service 
with the Chomber of Commerce, Per- 
sonal Aircraft Council, wortime pilot 
training program and other civic and 
industry groups. Since its inception, 
he hos directed the world-wide sales 
program for the Ryan Navion. 

outmoded. Ryan envisioned a high-wing 
monoplane capable of carrying 800 pounds 
and cruising at 1 1 5 mph. The plane was 
to be Ryan's M (for mail) 1 (for first). 
At this juncture a bus operator named 
Vern C. Gorst appeared on the scene. 
Gorst was bidding for the air mail con- 
tract on the Pacific Coast, a night run 
between Los Angeles and Seattle. He was 
interested in Ryan's plane, but Ryan had 
to build an M-1 and personally fly Gorst 
to Seattle over the proposed route, break- 
ing practically all inter-city records en- 
route, to get the order. Gorst's Pacific Air 
Transport, which later was to become the 
Pacific Division of United Air Lines, 
bought seven M-l's and other airlines 
bought 1 3 more. The Ryan manufactur- 
ing business began to hum. The M-1 was 
followed by the M-2 and the Bluebird, the 
first Rvan cabin monoplane. 

The Spirit of St. Louis, Ryan's most 
famous single plane, was somewhat akin 
to the Ryan B-1 Brougham class, which 
the company had begun building in 1926. 
The Brougham was to become one of the 
leading commercial planes of the day, 
much used in pioneering air line routes 
all over the world. The company had been 
asked by the Robertson Aircraft Corp. of 
St. Louis and one of their air mail pilots, 
"Can you build a plane with a Wright J- 5 
engine capable of making a non-stop flight 
from New York to Paris?" Ryan and his 
associates made a few rapid calculations 
and wired the job could be done. Within a 
few days, the Robertson pilot arrived. 
Lindbergh virtually lived with the plane 
as it was rushed to completion in 60 days. 
About the time the plane was finished, 
Ryan withdrew from active management 
of the concern and for a few years was 
the distributor of the Siemen-Halske radial 
engine, a European-manufactured engine 
sold in the U. S. under the name Ryan- 
Siemens. In 1928 Ryan disposed of his 
agency and devoted full time to the build- 
ing of the famous Ryan Flying School. In 
1931, the company was incorporated un- 
der its present name, Ryan Aeronautical 
Company, and a public stock offering 
made. Soon after, Ryan built the admini- 
stration building at San Diego's new Lind- 
bergh field and added school facilities 
and hangars. 

In the bleak year of 193 3, the Ryan 
S-T was born. Sensing the need for a high 
performance, low-wing monoplane of ad- 
vanced metal construction, Ryan brought 
out his newest baby, a sleek, maneuverable 
sports trainer which was years ahead of its 
time. It was used by both sportsmen flyers 
and flying schools all over the Western 
hemisphere and soon attracted attention 
as an ideal tvpe for primary and advanced 

military training, an opportune and timely 
happenstance. In 1937, the Mexican gov- 
ernment phiced orders to supply its Army 
Air Force with Army S-T-M's (military) 
and this contract was followed by similar 
orders from Honduras and Guatemala. In 
1939, Ryan really began to mushroom. 
An entire new plant was built on the 
bay side of Lindbergh field and business 
backlog and factory employment zoomed 
upwards. Then the Air Corps selected 
Ryan School and eight other commercial 
training institutions of proven ability and 
CNperiencc to pioneer the commercially- 
operated military flying school in the U. S. 
The school took over the old factor)' 
buildings on Lindbergh field and per- 
formed brilliantly the entire war. 

RYAN'S war years' production record is 
staggering. The S-T-M type was or- 
dered in heavy volume by the U. S. Army 
and Navy, and more than 1,300 planes of 
the rechristened PT series were built and 
delivered. These were the first monoplanes 
ever used by the Army for the initial 
training of aviation cadets, breaking a 
30 year tradition. During the same period, 
Ryan developed the YO-51 Dragonfly ob- 
servation plane for the Army, an insect- 
looking little craft which was capable of 
making unbelievably short, steep take-offs, 
near vertical descents and virtually "hov- 
ering" at slow forward speeds. Meanwhile, 
the factory was turning out a steady 
stream of aircraft and engine components 
— exhaust systems, gun turrets, wing 
panels, and tail surfaces. One of the or- 
ganization's proudest achievements was 
the Fireball fighter, a job assigned it by 
the Navy in 1943. The Fireball combined 
for the first time the conventional engine 
with jet propulsion, then new and quite 
untried. Ryan had just gotten started on 
mass production on orders totalling more 
than $100 million when the war ended 
abruptly and production was stopped. 

As he sits in his office today, between 
trips to Washington to interview the big- 
wigs of the Air Force, Army and Navy, 
Claude Ryan is still a soft spoken, retiring, 
and completely charming business man. 
He speaks about the future of Ryan with 
modest optimism. All the talk about mov- 
ing aircraft factories to the middlewesi 
does not greatly disturb this San Diegan. 
"In the first place," he says, "it is certainly 
not an announced Air Force policy. As a 
matter of fact, the plants on this coast are 
much busier than the East coast factories. 
No one has ever brought it up to me when 
I've been selling airplanes." He looks up 
at the pictures of Hap Arnold and Joe 
Brennan behind his desk. "I hke it here," 
he says, with finality. 


"Outcruises, outclimbs, yet lands 
shorter than any plane in its class." 
That's how Ryan factory pilots and sales 
officials summed up their experience with 
the prototype of the amazing new Ly- 
coming-powered Super 260 Navion. 

But would others share that enthusiasm 
when production models began coming 
off the assembly line? Perhaps an impar- 
tial, widely-recognized authority might 
give the company the benefit of his ex- 
perience in properly evaluating the 
plane's characteristics. 

It was against this background that 
Paul Montz, three-time Bendix race win- 
ner, holder of many inter-city speed rec- 
ords and well-known movie pilot, flew 
the first production Super 260 early in 
April just an hour after it passed final 
factory inspection and was licensed. 

If Ryan officials expected to hove their 
enthusiasm wotered down, they were in 
for a surprise. Landing after a half-hour 
check flight, Mantz turned out to be just 
about the most thoroughly "sold" pilot 
you con imagine. 

"Most terrific airplane I've ever 
flown!" exclaimed the wildly gesticulat- 
ing Mantz. "I've never seen anything 
like it in my life, hiere's one airplane 
that has both maximum performance and 
maximum safety. That's an unbeatable 

"With its 1250 feet-per-minute rate 
of climb, 170 mph cruising speed and 
1 8,000 foot ceiling, it has the same 'get 
up and go' i like so much in the P-51 
Mustangs I fly. This mokes the Super 
Navion as outstanding in its class as the 
P-51 is among piston-engine fighters. 


"This Super job gets off like a scared 
jockrobbit in just 400 feet; in 770 feet 
I was over a 50-foot obstacle with full 
load and no wind. You get real perform- 
ance on the high side — yet on the low 
speed side you find amazing control. 
When a plane like this lands at 55 miles 
an hour, you can be sure its handling 
characteristics make it easy and safe for 
amateur as well as professional pilots. 

"I found the Navion's new power plant, 
the 260 h.p. Lycoming, to be one of the 
smoothest-running engines I've ever flown 
behind. Driving the new fHi-Cruise pro- 
peller through silent reduction gears at 
low RPMs, it means maximum efficiency 
for the engine-propeller combination, and 
reduced noise level in the cabin. 

"In my opinion, Ryan's way out front 
this year with the Navion Super 260!" 



lew Machine Speeds Exhaust Parts Production 

A fast, extremely accurate new boring 
machine has been added to the battery 
of machine tools in the Ryan Machine 
Shop in order to accomplish the produc- 
tion of exhaust system ports with greater 
speed and economy. Monufoctured by 
EX-CELL-0, pioneers in the development 
of boring machines, this particular model 
is a precision type which can handle high 
production in a wide variety of jobs. Be- 
cause of its rigid, sturdy construction it 
is possible to attoin boring accuracies 
within .0005" tolerance. 

EX-CELL-0 hove especially designed 
this new model as a compact machine 
which is simple to operote and yet precise 
in its work. Essentially, it consists of a 
hydroulically-operoted steel work table 
and a battery of four motor-driven cut- 
ting spindles. The work is clamped to the 
table and is moved into the cutters by 
the smooth hydraulic action of an ingen- 
ious svstem of pumps, valves and hy- 
draulic controls. This is one of the un- 

usual features of the machine — most mo- 
chine tools utilixe a mechanical, gear- 
driven system for feeding the work into 
the cutting tools. EX-CELL-0 hove de- 
veloped this hydraulic drive to obtain 
smooth, accurate control of the work. 

Typical jobs which ore performed on 
this mochine in the Ryon Machine Shop 
under supervision of Darwin Whetstine, 
Machine Shop Foreman, ore the boring of 
the port tubes of the exhaust manifold 
sections for engines of the Lockheed 
P2V3 Neptune. Facing the flanges on 
Boeing B-50 Superfortress exhoust sys- 
tem ports and boring the tubes for ball 
sockets on these exhaust ports ore also 
accomplished with the high precision 
which these parts require. In the accom- 
panying photograph, Kenneth Stevens, 
master machinist at Ryon, is shown per- 
forming a typical boring operation with 
maximum precision and minimum super- 
vision because of the mochine's excep- 
tionol copocity to do this type of work. 


(Coti finned from luii^c 17) 

With main plant and offices in Reading, 
the Willson people keep a busy air route 
open between there and their field office 
in Detroit. 

When customers from New York, Phil- 
adelphia or Washington visit the plant, 
their return transportation by Navion is 
often conveniently arranged. They are 
pleased, of course, and well convinced that 
Willson Products, Inc., is a company with 
progressive methods. 


One Cal Readinger, it turns out, is an- 
other figure in the Willson Navion drama. 
He's the professional pilot the company 
keeps on its staff to make sure that all its 
key people get full use from the plane, in- 
cluding those executives who as yet are 
not pilots. Cal was put on the payroll 
when they moved up from a two-passen- 
ger Ercoupe over a year ago to the bigger, 
more useful Navion with its four-passen- 
ger seating and 600-pound cargo capacity. 


(Continued from page 7 ) 
Shortly after the presses started to roll 
the Navion was again in the air carrying 
copies of the paper back to Darrington 
where they were distributed free to the 
celebrants, the day's edition arriving near- 
ly five hours before it would normally. 
No other metropolitan paper in the area 
had more than a mention of the festivi- 
ties until their edition the following day 
(Sunday) and distribution was not made 
in Darrington. 

"As this is a highly competitive terri- 
tory from a circulation standpoint," said 
Mr. Best, "we considered this routine aerial 
coverage of inestimable good will and 
circulation value." 

The Darrington Airport is rough and 
short with 7 5 -foot trees at each end of 
the abbreviated runway. But it would take 
more than this to scare the Navion. With 
four passengers, camera equipment and 
full fuel supply we used only about one- 
third the runway for take-off. We cleared 
the trees under no-wind conditions with 
a more than comfortable margin of safety. 
Other circulation uses of the plane are 
obvious, not the least of which is deliver- 
ing bundles of papers when floods pre- 
vent auto route drivers from reaching 
certain areas. 

IN 1948 The Herald wished to revamp 
the business procedure of its classified 
advertising department. The Bremerton 
Sun, Bremerton, Washington, was found 
to have the best procedure and the Her- 
ald's classified staff was flown there morn- 
ings and returned evenings, where a car 
and ferry trip would require nearly three 

Believing that most people enjoy an 
airplane ride, especially in this type of 
craft where the visibility is unobstructed. 
Publisher Best has followed the policy of 
taking managers of concerns that are ad- 
vertisers with the paper along on photo- 
graphic flights. "This creates a closer re- 
lationship between the paper and custom- 
er," Best said, "and certainly doesn't hurt 
aviation any. All of our guests have been 
very enthusiastic." 

On one recent business trip to San Fran- 
cisco, Mr. Best saved sufficient time to 
take a short vacation to Lake Tahoe, 
Capitola and other Northern California 
points. When he got back to Everett he 
told us the Navion's performance at the 
high altitudes around Tahoe was excep- 

He also reported the cost of opyerating 
the ship for the whole trip was about one- 
tenth of a cent per seat mile. And on the 
whole, we've discovered the Navion, per 
seat mile, has been less expensive than any 
form of transportation we ever used. 
(Continued on next page) 

"Our Navion is an important part of 
our business," Mr. Best often comments. 
"I know it is possible to publish a modern 
newspaper without the use of an airplane. 
We cou.d get out a paper without modern 
typesetting machines, presses or even the 
telephone, but we couldn't do as good a 
job nor give as good service to both our 
advertisers and readers." 

The Everett Herald's Navion is on the 
payroll to stay and is more than paying 
its own way. 


{Con tiuucd from l>agf 11) 

4. A new electrically-operated mono- 
rail system has been installed in the cargo 
compartment, permitting as many as 
twenty 500-pound para-bundles of sup- 
plies to be dropped in less than 10 seconds 
through a forward para-tainer door simul- 
taneous with paratroopers' jumping 
through twin side doors at the rear. 

5. To compensate for the additional 
load and range of the new Fairchild C-1 19 
"Packets," larger, more powerful Pratt 
and Whitney engines, each developing 
3 500 horsepower, have been installed. 
These give the new Fairchild Packet great- 
er efficiency at all speeds — a necessary fea- 
ture for the Air Force's specialized mis- 
sions, which may range from long dis- 
tance transportation to slow speed drop- 
ping of paratroopers. 

6. A steerable nose wheel, plus fully 
reversing Hamilton Standard propellers, 
makes the new Fairchild "Packet" easier 
to maneuver on the ground. The reversed 
propellers give added braking power as 
well as enabling pilots to back and "park" 
the airplane. 

THE uses of the new Fairchild "Packet" 
are as varied as the missions of the Air 
Force and Marine units which will use 
the planes. Its basic mission is to deposit a 
maximum of cargo, personnel, litter pa- 
tients, mechanized equipment or para- 
troopers at a base 1000 miles out and re- 
turn without refueling. 

As a cargo plane, the Fairchild "Packet" 
can carry a maximum of 30,000 pounds 
payload. Equipped for paratroop opera- 
tion, it can dump 42 fully equipped para- 
troopers plus 20 500-pound paracans of 
supplies. As a transport, it can haul up to 
64 passengers, or 3 5 litter patients plus 
four medical attendants. It can also tow 
a 30,000-pound glider or two 15,000- 
pound gliders and for rescue work, the 
C-1 19 can carry a large helicopter ready 
for emergency use. 

Since the first C-82 Packets were put 
in service in 1945 they have been used 
extensively in a new strategy of military 
logistics — air transportability. Today al- 
most all of the equipment of the Infantry 

Table of Organization can be airlifted by 
the big Fairchild cargo planes. 

Nearly three years ago, Ryan took the 
first steps in the development of the ex- 
haust system for the Fairchild C-119A 
when James Stalnaker, Ryan's eastern rep- 
resentative, was dispatched to our plant 
to confer on the preliminary studies for 
the new and enlarged "Packet." After re- 
viewing the plans for the new airplane, 
Ryan obtained approval to submit draw- 
ings of the Ryan exhaust systems which 
were then proving successful on the same 
Pratt and Whitney Wasp Major engines 
in the Boeing Stratocruiser and Strato- 
freighter airplanes. 

Because Ryan has designed a sizeable 
number of efficient systems for the Pratt 
and Whitney power plant, a wealth of 
specialized experience was made available 
for the Fairchild project. 

The C-119A exhaust system was modi- 
fied slightly for the C-119B version. The 
present configuration consists of an 
engine-mounted collector-ring type in 
which all of the hot gases scavenged from 
the engine's 28 cylinders are picked up by 
a circular collector ring. Seven header 
sections, lying in the troughs between the 
rows of cylinders, pick up the exhaust 
from three cylinders each and deliver it 
to the collector. The seven rear cylinders 


Latest-type spotwelding equipment 
in the Ryan plant is used for important 
production processes in the manufac- 
ture of airframe and aircraft engine 

Because of rigid military require- 
ments, oil structures have to be fabri- 
cated with utmost core and precision. 
This spotwelder is air pressure-oper- 
ated, water-cooled and electronically- 
controlled by a huge cabinet of elec- 
trical equipment. With almost human 
intelligence, these electronic "brains" 
accurately measure the exact amounts 
of power and pressure required for 
each spotweld, in conformity with var- 
iations in metal thickness and resist- 

each empty their exhaust gas directly to 
the collector by means of a short connec- 

An unusual feature of the C-1 19B man- 
ifold is the use of transversal slip joints 
which isolate these rear cylinder connec- 
tions from the movement of the collector 
caused by temperature growth. These 
joints are the result of original design 
work in a successful attempt to provide 
a light-weight flexible joint to accommo- 
date collector motion. They are an in- 
genious combination of double slip joint 
which permits a unique two-way motion. 
They make possible the only exhaust sys- 
tems with engine-mounted collectors 
which do not require slip joints in the 
collector bodies themselves. They reduce 
the number of joints demanded, reducing 
leakage and save weight and space 


THE J-47 

(Contijiued from page 9) 

As a general policy, at least two and 
preferably three sources of supply were 
established for each item. In the case of 
Ryan, initial orders were for exhaust cones, 
combustion chambers, transition liners 
and burner assemblies. These same stain- 
less steel units were also manufactured by 
other supphers in the early stages of the 
program. In recent months, however, as 
the performance of each sub-contractor 
was proved, orders on some items were 
placed with a single source. Thus, Gen- 
eral Electric has recently placed addi- 
tional orders with Ryan for its entire 
exhaust cone and transition liner require- 
ments for the J-47 assembly line at Lock- 

After the basic plan had been dis- 
cussed with the principal sub-contract- 
ors, each plant interested in participa- 
tion in the program was inspected to 
make certain its experience and facilities 
were adequate. Then, orders were placed 
on the basis of competitive bids. In all 
cases, sub-contractors were required to 
state their willingness to participate for 
the duration of the program as well as 
to remain competitive to retain their 
share of the business. 

The usual problem of handling highly 
accurate machined parts and assemblies 
of high value was increased in the case 
of Lockland since vendors are required 
to ship parts in well protected, sealed 
containers. As a result, special fixtures for 
removal of parts from these containers to 
production type conveyances had to be 
designed. Speed, caution, safety and con- 
venience were paramount in handling 
such material on the production lines. 
(Continued on page 22 J 


Returnable shipping containers, for ex- 
atnple, greatly facilitated this handling 
problem. Time consumed in packing and 
other operations were reduced materially 
by the use of many novel devices. 

At Lockland, studies are constantly in 
progress to improve design and produc- 
tion as well as to reduce the amount of 
strategic materials used in each unit. A 
subcontracting section maintains a card 
index on each component part used in 
the engine. 

If a revision is made in design, a sched- 
uling section screens such changes and 
advises the ordering and purchasing sec- 
tions of the revised instructions which are 
issued to the subcontractors. Vendors then 
receive a weekly progress report with 
definite instructions to speed up or slow 
down production in order to maintain the 
flow of parts at the scheduled rate. 

Production, of course, does not end at 
merely complete assembly. Each unit un- 
dergoes a test run after completion. After 
test it is disassembled, inspected for worn 
parts and returned for a final run. Assem- 
bly is geared to provide for such testing 
on each unit without clogging the pro- 
duction line. 

THE Lockland operation was started in 
mid-October, 1948, in a plant previous- 
ly used for testing war-time reciprocating 
aircraft engines and the manufacture of 
some of its components. Four months later 
— and two months ahead of schedule — 
the first jet engine assembled at Lockland 
was turned over to the Air Force. 

Since then, this peacetime plan of indus- 
trial mobilization has continued to prove 
its value. To this date — though actual fig- 
ures cannot be released — the thousand em- 
ployees at Lockland have delivered hun- 
dreds of the J-47 axial-flow turbojet en- 
gines to the Air Force for such planes as 
the Boeing B-47 Stratojet bomber. North 
American's F-86 Sabre and B-45 bomber, 
Convair B-36, and newer research planes 
like Republic's XF-9I Interceptor and 
Martin's XB- 51 bomber. 

In summary, production of the J-47 
in the Lockland assembly plant has shown 
the merit of a well-planned, coordinated 
sub-contracting program. Remarkable re- 
sults have been obtained by utilizing 
skilled vendors in manufacturing all parts, 
making sub-assemblies, and then feeding 
them to a central location for assembly 
and test. 

But we aren't complacent about the 
success of the "Lockland Plan." We know 
that what is current today is at least 
obsolescent tomorrow. For this reason, we 
must set our sights on the future. While 
doing an efficient job today, we and our 
sub-contractors are gaining "expansibil- 
ity" know-how for tomorrow's require- 
ments — if such an emergency arises. 


And To 
The Point 

Too few of us have the ability to put into 
words some of the basic truths of America's 
greatness. When the editors run across a par- 
ticularly potent phrase, we like to pass it 
along to Ryan Reporter readers. For example: 

go to that part of the world where your 
ideal is being practiced. 

"Then why is it that no one wants to 
leave the United States for Russia, or for 
socialist England, or for fascist dictator- 
ships in Europe or South America? And 
why is it that millions and millions in 
those countries want — desperately want — 
to come here? 

— Warner & Swasey Ad. 

"I place economy among the first and 
most important virtues and public debt 
as the greatest of dangers to be feared. 
To preserve our independence we must 
not let our rulers load us with perpetual 
debt. We must make our choice between 
economy and liberty or profusion and 

"If we run into such debts, we must 
be taxed in our meat and drink, in our 
necessities and our comforts, in our labors 
and in our amusements. If we can prevent 
the Government from wasting the labors 
of the people, under the pretense of caring 
for them, they will be happy." 

— Thomas Jefferson 

"Communism, socialism, fascism, capital- 
ism — whatever you like — it's here, in the 
world, right now. All you have to do is 


The outstanding air achievement made 
during Operation Portex, joint Army- 
Navy-Air Force amphibious training exer- 
cise off Vieques, Puerto Rico, was the anti- 
submarine work of Navy Lockheed P2V-3 
Neptune patrol bombers. The P2V's were 
highly successful in both locating and 
'destroying' submarines, including those 
of the snorkel type. 

The climax of the exercise was an as- 
sault on the island of Vieques, highlighted 
by a paradrop of a battalion of the 82nd 
Airborne Division flying Fairchild C-82 

Ryan builds exhaust systems for both 
the P2V Neptunes and the C-82 Packets. 


DARDEL. This cable has just been received from Berni Dardel, famous Swiss pilot, who 
recently led a flight of three Ryan Navions to South America. Photographed on the 
Ryan flight line in San Diego shortly before taking off on this enjoyable trip 
ore: Berni Dardel, Ben Moore, Jack Pacini, Mrs. Jock Pacini, Robert Sonchez, Carlo 
Lepori and Edward Munoz. All principal South American cities were on itinerary. 



Corl "Ace" Nesbitt (right) of Air- 
plane Service receives his 15-year 
service pin from T. Claude Ryan, pres- 

Left to right: C. A. Stillwogen, Floyd Bennett, Eugene P. Gongoware, M. W. Kelley 
(15-year pin), Ree A. Evey, Joe Williams, T. Claude Ryan, Mel Payne, Lewis T. 
Monfort, Dan Elson, Jack Wilkewich, Rudolph Friedrich, Maynard Lovell and Fred 

Left to right: John Killion, Lawrence 
E. Anderson, Rochford Crawford, 
James Dockett, Joseph Leary, Mickey 
Meyer, Ernie Simonson, James Smith, 
T. Claude Ryan, Frank Marsh, William 
Jones, Cliff Scotes, Dwight R. Bement 
and Fred Ferguson. 

Left to right: Edward Lillis, John Kin- 
ner, Carl Oberbauer, Richard Macom- 
ber, John O. Burke, Gordon Longmire, 
Dick Dewey, T. Claude Ryan, Carl 
Krueger, Emerson Akey, Robert Booth, 
Jr., Bill Bice, Clarence Day and Joe 

Left to right: Phillip Olivas, Walter 
Thorpe, Walter Sly, Norman Newton, 
Quinley Roder, T. Claude Ryan, Carl 
Nesbitt (15-year pin), Oscar Kupilik, 
Hjalmar Rosenquist and Sam Gilbert. 



(Continued from page 5j 
the Ryan Aeronautical Company for the 
development of the Q-2 is an example of 
a program to develop a piece of equip- 
ment which will fly at high speeds and 
high altitudes and serve as a target to test 
the effectiveness of developmental surface- 
to-air and air-to-air guided missiles. 

The responsibility for converting such 
a broad program of development from the 
planning stage to the hardware stage falls 
on the engineers and the skilled workers 
in the aircraft industries of the United 

Many different professions, trades, and 
skills will contribute to the development 
and production of guided missiles. Aero- 
nautical and structural engineers and sheet 
metal and iron workers will be needed to 
design and fabricate the wings, fins, sta- 
bilizers, and fuselage which go to make 
up the missile airframes. The field of hy- 
draulics and pneumatics must provide ex- 
perienced men to design, install and serv- 
ice the necessary servo-mechanisms, ac- 
cumulators and actuators which make 
up a portion of the missile control and 
guidance system. Electrical engineers and 
electricians must design and install elec- 
tric power supply systems, high speed 
motors, electric gyros, servo-mechanisms 
and gyros and the complex net of wiring 
which tie together all of these components 
into an infallible control and guidance 

Electronics engineers and service men 
must develop, fabricate and service var- 
ious types of ground and airborne radio 
and radar guidance component, as well as 
missile-borne target-seeking devices and 
proximity fuses to guide missiles to their 
targets. Furthermore, many highly skilled 
craftsmen, such as jewelers and watch- 
makers will be engaged in the manufac- 
ture of chronometers, accelerometers, 
gyros and other intricate and delicate 
components for guidance and control 

A specialized group of propulsion en- 
gineers will be needed to develop power- 
ful, high-speed power plants such as tur- 
bo-jets, ramjets and rockets. Metallurgical 
engineers must produce high strength and 
extremely high temperature metal to 
withstand the operating conditions within 
power plant combustion chambers, ex- 
haust tail pipes and, in the case of the 
turbojet engine, turbine wheels. Ceramic 
engineers will be called upon to contribute 
research and development in the field of 
acid-resistant linings for liquid rocket fuel 
tanks and heat-resistant linings for inlet 
diffusers and exhaust tail pipes. Thousands 
of skilled machinists will be required to 
precision machine castings for various 
parts of the power plant system as well as 

to machine small intricate parts required 
in fuel nozzles, fuel pumps and other parts 
of the fuel metering system. Chemical 
engineers and laboratory workers will be 
required to investigate, develop and pro- 
duce vast quantities of high performance 
fuels for use in the various types of power 
plants — the turbojet, the ramjet and the 
rocket. 3 y gQ 

THE work of all these people and nu- 
merous others will require a large corps 
of inspectors to examine each piece which 
is fabricated and every installation which 
is made. These inspectors will comprise a 
most valuable working group in the 
guided missiles industry, for on them will 
fall the responsibility for checking and 
testing each part and installation honestly 
and conscientiously if we are to have the 
most reliable and most accurate guided 
missiles which can be produced. 

As you may have concluded from the 
enumeration of the various arts, trades 
and skills required to develop and fabricate 
guided missiles, many different types of 
workers will be required. This fact is not 
startling to those who have been associ- 
ated with aircraft development and pro- 
duction. Knowing the complications of 
conventional aircraft design and produc- 
tion, they can readily visualize the added 
complications in design and production 
which are introduced by removing a pilot 
and crew from an aircraft and yet requir- 
ing it to fly speedily and unerringly to 
unseen targets. 

The multitude of problems which now 
confront science in the development of 
the ultimate in guided missiles will be 
solved, in time, by the ingenuity and re- 
sourcefulness of American industry. These 
problems, however, will not be solved by 
assuming an air of complacency in the 
mistaken belief that we are already fully 

'rI I'Oi 

. 11 MAY 24, 1950 N 

Published By 

Ryan Aeronautical Company 

Lindbergh Field 

San Diego 12, California 

Frances L. Kohl, art and production editor 

Robert F. Smith, Navion news editor 

William P. Brotherton, technical editor 

Don Doerr, chief photographer 

William Wagner, editorial director 

prepared to protect our freedom and hb- 
erty with a "push button" defense and 
offense. The problem of developing suc- 
cessful guided missiles and integrating 
them into an effective network for defense 
must be attacked vigorously. Remember 
this — that for each "push button" which 
we will have in the future, hundreds of 
thousands of manhours will have been 
invested in research, design, development, 
planning, tooling, fabricating, inspecting 
and testing! 


(Continued from page 1) 

NOT only must an airline satisfy the 
operational requirements of flight 
crews in the development of ice protective 
systems, it must also design for ease of 
ground maintenance and economy of op- 
erating cost. 

From a maintenance point of view, the 
thermal wing anti-icing method has sev- 
eral advantages over the former pneu- 
matic deicer boot designs: 

1. Wing ducting is relatively permanent 
and easily stands up from one 1200 
hour inspection period to the next. 
Inspection and repairs are largely 
preventative in nature and can be 
scheduled at regular inspection per- 

2. Whereas rubber pneumatic deicer 
boots deteriorate most rapidly in the 
summer season when least used, 
heated wings required little attention 
when not in use, and are adaptable 
to maintenance on a "year-round" 

In comparison with the DC-6, the Con- 
vair augmentor system of providing heat 
for wings, tail, and cabin is considerably 
more simple and lighter in weight. Its en- 
tire success, however, hinges directly on 
the ability of designers to develop an aug- 
mentor heat exchanger tube which will 
withstand the high temperatures and the 
punishment of pulsating engine exhaust 
gases for a full engine overhaul period. 

Adding up these thoughts on the oper- 
ational results of thermal anti-icing, at 
what conclusion does one arrive? 

We believe that thermal anti-icing sys- 
tems are here to stay. Pilots like the added 
protection. Maintenance men are meeting 
and overcoming the new service problems 
related to heated surfaces. Engineering 
requirements for complete ice and run- 
back protection are now well-known. 
Some of the "economists" are unhappy be- 
cause to date the operating costs have been 
higher than on previous systems; but so 
also is the protection greater than pre- 
viously afforded. As further experience 
is gained, operating costs can and will be 


87 96 


ALL OVER AMERICA, time-cards are being punched in and out day after day. Drop a time- 
card in the slot, and — presto! — comes Friday and there's a paycheck waiting! Millions of ■work- 
ing men and -women have been earning a good living doing this for years. In fact, the time-card 
and time-clock combination is one of the best money-making methods in America. 

ONE IMPORTANT THING to remember though is you can't hit the jackpot unless there is a 
jackpot! Any company must be making money or it cannot continue to pay out money. If profits 
are good, there w^ill be money to help buy better equipment for present jobs; and, there'll be money 
to expand and create more jobs, too. There -will be money to keep business going in the months and 
years ahead. Profits make any job a good, dependable job to have. There's no security in w^orking 
for a company that can't keep its head above w^ater. 

LET'S HOPE that American industry can earn enough profit to keep our time-clocks all over 
the country paying off in cash every time they are punched. 



POSTMASTER: If undeliverable for any reaion. notif 



Sec. 34.66, P. L.&R. 

San Diego, California 
Permit No. 437 

EXHAUST SYSTEMS. Manifolds, collector 
rings, short stacks and other stainless steel 
assemblies are engineered, built and serviced 
by Ryan. For more than a decade Ryan has 
been recognized for outstanding leadership 
in the entire field of high-temperature air- 
craft engine applications. 

to its own prime airframe contracts, Ryan 
has for over 20 years built for other manu- 
facturers; produced complete airplanes to 
another company's design; built wings, con- 
trol surfaces, fuel tanks, and fuselage sec- 
tions for bombers, fighters and transport air- 
craft in war and peace times. 

JET AND ROCKET engine components. 
Ryan is the only jet components manufactur- 
er who also engineers and builds jet and 
rocket-powered aircraft and guided missiles. 
Obviously, you get technical advantages not 
enjoyed by others when Ryan designs and 
builds heat and corrosion resistant compon- 
ents for you. 


A partial list of aircraft embodying 
Ryan-built components reads like a 
blue book of aviation: 

AiResearch heat exchangers; Manifolds 
for Boeing B-29, B-50, 377 Stratocruiser, 
C-97 Strofofreighter; Continental 1790 
tank engine; Convoir 240 Convair Liner, 
PBY flying boots, PB4Y-2 anti-icing kits; 
Exhaust systems for Douglas A-20, B-23, 
DC-3, C-47, DC-4, C-54, DC-6, C-74, 
C-124; Fairchild C-82 and 0-119 Packets; 
Goodyear Blimps; Lockheed P2V Nep- 
tunes- Grumman F6F Hellcat; Mortin 
AM-1; North American AT-6 and B-25; 
Northrop P-61 ond B-35 Flying Wing; 

Piasecki Helicopters; Pratt and Whitney 

4360 series engine; Republic P-47 hoods; 
Wright Aeronautical 3350 series engine 
exhaust system. 

Boeing 377 and C-97 rear fuselage sec- 
tions, cargo doors and floor beams; Boeing 
B-47 Strotojet components; Convair B-24 
and PB4Y-2 wings and tail surfaces; Novy 
SOR-1 scout observation planes; Northrop 
P-6t tail surfaces; various engine cowls, 
gun turrets, etc. 

Aerojet Aerobee Sounding Rockets; com- 
ponents for AiReseorch; Allison Division 
of General Motors; Bell toilpipes for Boe- 

ing B-47 and Convair 8-36 "pods"; com- 
ponents for M. J. Kellogg; Flader turbo- 
let; General Electric J-47; General Tire 
and Rubber; Giannini let engine; Mar- 
quardt ram-jet; McDonnell F2H-1 Banshee 
Ranger let engine; Pratt and Whitney; 
Ryan Firebird air-to-air missile; Wright 
Aeronautical T-35 Typhoon. 

Take full advantage of Ryan's en- 
gineering leadership, advanced pro- 
duction techniques and service ex- 
perience in high-temperature metal- 
lurgy. Let Ryan apply its "know- 
how" to your problems in the design 

Metal Products 


Exhaust Systems • Jet and Rocket Engine Components 


Airtrame Components 


ilENT Oi m 

DURING the war and through V-J 
Day, we at Pratt & Whitney were 
rightfully required to devote our major 
efforts to piston engines. We recognized 
we faced a severe handicap in getting into 
gas turbines against formidable competi- 
tors who had a three to five year head 
start in this new powerplant field. 

Already in production was an Amer- 
ican-built centrifugal flow turbojet with 
approximately 4000 pounds thrust. Rolls- 
Royce had also started during the war on 
the development of basic Whittle cen- 
trifugal flow turbojet engines, and in 1946 
had in their Nene an engine of 5000 
pounds thrust. Because of this improved 

P & W jet engines power Grumman F9F-2 Panthers. 

Newest Pratt and Whitney facility is $12,000,000 turbine laboratory. 

by William P. Gwinn, General Manager 
Pratt and Whitney Aircraft 

Photo shows successive stages of assembly of powerful J-42 Turbo-Wasp jet engines at East Hartford plant. 

performance of the same basic type 
Whittle centrifugal flow engine with 
roughly the same weight and installation 
characteristics, interest in the Nene was 
aroused within the Navy and by Grum- 
man toward using it as a powerplant for 
the then new F9F Panther fighter. 

With the Navy's blessing, we pur- 
chased the manufacturing rights in this 
country for the Rolls-Royce Nene. This 
was late in the spring of 1947, and im- 

mediately a group of our people went to 
England to go into all phases of the job 

In mid-July, 1947, they returned with 
complete drawings and specifications and 
turned them over to our engineering and 
shop people. These prints had to be Amer- 
icanized — translated into American en- 
gineering terms. Sources had to be found 
and established to produce the special al- 
loys and materials required, because it was 

imperative that this be a 100 per cent 
American project. 

In addition to the complex production 
job such as providing complete new facili- 
ties, particularly for the production of 
sheet metal parts, such as combustion 
chambers and exhaust cones, engineering 
was faced with the task of translating the 
British drawings and specifications to 
American standards. Engineering also had 
(Continued on page 20) 


SOME personal plane pilots, who had 
thought they could outrun a Navion, 
have been getting some real surprises late- 
ly. New 1950 Navions have been over- 
taking and walking away from them. And 
the surprised pilots haven't been able to 
do anything about it. 

The reason is the new Super 260 
Navion, powered by a Lycoming six- 
cylinder geared engine — a plane that w 
outclimb and outcruise, yet land shorter 
than anything in its class. 

The Lycoming geared engine is part of 
the answer. With its increased propeller 
efficiency and engine power, it provides 
superior take-off and climb performance 
without sacrificing top speed, smoothness 
or quietness of operation. 

More and more, manufacturers of per- 
sonal aircraft are turning to the geared 
engine for their power. It's not surprising, 
because there is really nothing new about 
this type of engine. It has been used on 
transport-type aircraft and military air- 
craft for years. Every commercial multi- 
engined liner operating in the U. S. today 
is utilizing geared power. Gearing of small 
aircraft engines is just a new application 
of an old idea. 

As a matter of fact, the Wright 
brothers used a primitive gear reduction 
system on their Kitty Hawk — two bicycle 

chains connecting sprockets on the engine 
and two propellers. It wouldn't have flown 
with a direct-drive hook-up, experts say. 

But before we look into the many ad- 
vantages of the aircraft engine equipped 
with propeller reduction gear, let's exam- 
ine one of the questions that some pilots 
may be asking as these engines come into 
deserved popularity — 

Will the higher "revolutions per min- 
ute" of these engines cause them to wear 
out faster than the direct drive engines 
of slower rpm? 

TTie answer is definitely "No." 

In the first place, "revolutions per min- 
ute" is not a true measure of engine 
speed. For instance, the automotive engine 
in \our car probably is rated at 3 500 rpm 
or higher, and the Lycoming GO-43 5, 
which powers the Super Navion, has a 
normal rating of 3000 rpm. 

Engines for commercial aircraft are fol- 
lowing the pattern of the automotive 
field. Twenty-five years ago, 2200 to 2400 
rpm was standard for auto engines; and 
now technological advances have enabled 
automotive engineers to increase this to 
today's 3 500 and higher. You hear few 
questions among auto owners about 
whether the engines wear out faster. 

Part of the explanation is that the 
development of the rugged metals and 

alloys used in today's power plants, with 
improved lubricants and lubricating sys- 
tems, and better production methods plus 
other technical advances, minimize the 
effect of higher rpm on engine life. 

There is another factor to be considered, 
too. While Lycoming's six-cylinder geared 
engine has a take-off rating of 5400 rpm, 
it cruises at only about 2400-275 rpm. 
On the other hand, most direct drive air- 
craft engines are rated at 2500-2800 rpm 
for take-off, and cruise at about 2150- 
2400 rpm, only slightly less than the Ly- 
coming geared engine. 

One of the major advantages of the 
geared engine for aircraft, of course, is 
that you get more power in a given-sized 
package with a slower propeller speed. For 
example, to get high performance from 
an engine, double the engine speed and 
you nearly double the power output. But 
(Continued on page IS) 

Cowling of Ryan Super 260 Novion is the some as used on other models, yet en- 
closes power package with 27% greater h.p., without any increase in frontal drog. 

Power plant specialists on Navion as- 
sembly line lower Lycoming engine into 
position for installation in airframe. 

Photo louifesy U. S. Air Services 
Aircraft engines using gear reduction are nothing new Wright Brothers used a 
primitive system of bicycle choins to transmit engine power to the propellers. 

More combot troops, more military equipment than had ever before been parochuted were dropped 
on "Swarmer" airhead from Fairchild C-82s. Dark parachutes ore those of "pathfinder" para- 
troops; light ones carry combat material. Inset photo is of Ryan exhaust system for C-82 plane. 

Lieut. Gen. Louris Norstod, 
Deputy Chief of Air Staff for 
Operations, was maneuver 
commander. He's shown 
briefing the news reporters. 

ALONG with the hundreds of planes, 
^ untold tons of equipment, thous- 
ands of paratroopers and tens of thousands 
of airborne soldiers, more than 600 Ryan 
exhaust systems received a concentrated 
workout under actual combat conditions 
during "Exercise Swarmcr." Only one of 
the transports used during the maneuvers 
was not Ryan-equipped. 

Key figures in the recent joint Air 
Force-Army tactical maneuvers in North 
Carolina were the tried and proven multi- 
engine transports — Douglas C-54s, of 
Berlin Air Lift fame, the twin-engined 
Fairchild C-S2 and C-119 Flying Boxcars 
and Packets, and the Douglas C-74 Globe- 
masters. Also on hand to demonstrate the 
newest in aerial supplv were the Douglas 

C-124 Globemaster II and one of the Boe- 
ing C-97 Stratofreighters. For the latter 
Ryan builds the rear fuselage section, 
cargo doors and floor beams as well as 
the exhaust system. 

Just what do maneuvers like "Exercise 
Swarmer" prove? 

They provide the only practical means 
of determining under simulated combat 
conditions how an "airhead," somewhat 
like the Normandy beachhead, can be 
established in "enemy" territory, and how 
it can be supplied and expanded entirely 
by air lift. 

For purposes of the maneuvers, it was 
assumed that the territory held by the 
enemy was an island, so the only way to 
start a counterattack was to establish an 

airhead within the enemy lines and expand 
it. More than 30,000 combat troops and 
12,000 tons of weapons and equipment 
were pushed through entirely by air with- 
in a matter of four days. The troops had 
nothing but what they carried on their 
backs or what was parachuted or landed 
by aircraft. 

Preceded by several days of bombing of 
the air lift "beachhead," a Fairchild Packet 
opened the D-Day attack by dropping the 
first load of "Pathfinder" troops, followed 
by wave after wave of paratroopers until 
more than 2000 men had been dropped to 
seize the air field. Later air drops from 
the Fairchild C-82s consisted of heavy 
105 and IS J millimeter guns, jeeps and 
(Continued on page 6) 


From the nose of the Douglas C-124A Globemaster II emerges al- 
most 25 tons of destruction. This L-37 light tank was flown 
into the airhead to rout Aggressor forces. Left: Ryan exhaust 
system taps 28-cylinder engine by series of "Siamese Stacks." 

Douglas {;-124A 

Boeing C-97 

The cargo doors of the Boeing 
C-97 Stratofreighter transport 
open to permit lowering of the 
ramp up which combat vehicles 
drive under their own power to 
simplify "oir transportability." 
Ryan Aeronautical Company not 
only builds the huge exhaust 
system shown at left, but also 
mokes oft fuselage section and 
cargo doors of the pressurized 
high -altitude Stratofreighter. 

Seven Douglas C-74 Globemaster I 
transports landed at three-minute 
intervals to aid in securing the 
airstrip captured by paratroopers. 
Each Globemaster carried a fork- 
lift truck on its elevator plat- 
form which could be put to work 
immediately to help unload com- 
bat equipment being flown into 
the airhead. Right: Nacelle with 
Pratt & Whitney engine aided Ryan 
engineers in designing exhaust 
system for Globemaster I and II. 

heavy loads of ammunition and rations. 
This was the first time such drops, either 
of troops or equipment by parachute, had 
been made on so large a scale. Some 300,- 
000 pounds of cargo were dropped from 
the clam-shell doors of the C-82s. 

After the capture of the air strip by 
the paratroopers, the huge Douglas C-124 
Globemaster II, making its first appear- 
ance in maneuvers, made a token run as 
the first airplane to land. 

For demonstration purposes only, the 
C-124 carried a 2 '2-ton truck, though it 
has capacity for three trucks. From the 
time the C-124's landing wheels touched 
until it taxied over to the unloading ramp 
and disgorged its truck, just three minutes 
and one second elapsed. Had it carried a 
full load of three 2'j-ton trucks fully 
loaded with supplies, the elapsed time 
would have been approximately 3' 2 min- 

Later the C-124 showed the ease with 
which it could load a huge M-24 tank 
(via its built-in nose ramp) and a jeep 
(via a rear elevator) simultaneously. 

As reported by Wilson Silsby, a Douglas 
Aircraft Company observer, "the C-124 
was immediately followed by seven C-74s 
landing at three-minute intervals, carrj'- 
ing troops and equipment flown in from 
200 miles away to be used in unloading 
supplies at the airhead. Each of the 74s 
carried a fork-lift truck on its elevator 
platform. The minute the airplane was 
parked on the unloading apron, the ele- 
vator was lowered and the fork-lift truck 
run off the platform. Meanwhile, combat 
troops streamed down a ladder from the 
forward door. Other types of equipment 
then began coming down the elevator, to 
be immediately set up for use by the com- 
bat troops in unloading a constant stream 
of equipment- and personnel-carrying 
C-54s interspersed with C-S2s and C-119s 
coming m at round-the-clock three-min- 
ute intervals on a scale reminiscent of the 
Berlin Air Lift. It was an amazing sight!" 

"You can appreciate the feelings of a 
country boy like me who witnessed such 
a tremendous operation — 2000 paratroop- 
ers and tons of equipment and supplies 

Doufflas C-74 

Fairchild C119 

dropped onto the airhead, followed by the 
start of operations from the captured air 
strip and topped off in the afternoon by 
a second drop of 2000 more paratroopers 
and equipment." 

All in all, observers were vastly im- 
pressed by the basic advantages of air 
transport as demonstrated in the aerial 
war games. Heading this first complete, 
large-scale airborne training operation was 
Lt. Gen. Lauris Norstad, deputy chief of 
Air Staff for Operations. "Swarmer" used 
more planes, more equipment and more 
paratroopers than had ever taken part in 
a single action before. Such an operation 
provides a practical yardstick to govern 
the future procurement policies of the 
military services. 

Perhaps typical of the lessons learned 
was the need for assault-type transports 
which, possibly with track-tread landing 
gear, could land on improvised fields. Some 
sort of detachable fuselage aircraft (such 
as Fairchild's new XC-120 Pack Plane) 
is needed to assist in cutting down loading 
and unloading time and for other special- 
ized applications. For example, such an 
aircraft could carry a complete machine 
shop or GCA landing system in a "pod" 
which could be flown into the airhead in 
the first wave and be ready for immediate 

Better coordination in the future can 
also be expected between the Army and 
Air Force in designing heavy combat 
equipment and transport aircraft so as to 
provide the ultimate in air transporta- 
bility. In the future there will be greater 
Air Force emphasis on designing to save 
time in ground handling and on the part 
of Army Field Forces in designing equip- 
ment that can be carried with greater 
speed and efficiency by air. Even now 
many of the self-propelled military ve- 
hicles like six-ton howitzers, field guns 
and bulldozers can be loaded under their 
own power thus avoiding the tactically 
expensive process of disassembly. Such 
specially designed vehicles are ready for 
action as they roll from the ramps of 
transport planes. 

A two-and-a-half ton truck goes 
up the ramp of a Fairchild C-119 
Pocket at the supply base, 200 
miles from the airhead, as U. S. 
airborne soldiers and equipment 
are rushed to support operations 
at the airstrip captured from 
Aggressor forces. More and more 
combot equipment of Army Field 
Forces is being designed around 
the need for transporting it by 
air. Standard installations on 
C-119s ore Ryan exhaust systems. 

Star performer of the Berlin Air 
Lift, the reliable Douglas C-54 
Skymaster, again sow heavy 
service as transport planes in 
"Exercise Swarmer" flew in more 
than 12,000 tons of weapons 
and other military equipment in 
a few days' operotion. Since the 
Douglas DC-4 commercial and 
C-54 military Skymasters hove 
been in service, Ryan has made 
exhaust systems for transports. 

Douglas C-54 

W. V. Hanley, assistant manager of Standard's aviation division, on wing, supervises loading of electronic 
equipment into "Chevron No. 2" Novlon. Speciol test equipment is used in demonstrating new 80 87 fuel. 


TEAMING laboratory research with 
executive travel and sales promotion 
activities, Standard Oil Company of Cali- 
fornia has developed new and unique jobs 
for their "Chevron" fleet of Navions. 

With nearly two thousand hours already 
logged on their first Navion, the oil com- 
pany has recently taken delivery of 
"Chevron No. 4," a new Ryan 1950 De- 
Luxe 205 model. 

In addition to the continuous coverage 
of seven Western states made possible for 
Standard's aviation engineers and sales 
representatives by use of the Navions, the 
development and marketing of 80/87 avi- 
ation gasoline, first of its kind to carry a 
guaranteed anti-knock rating under all 
flying conditions, is a new and interesting 
story in itself. 

It all started back in 1937 when Stand- 
ard originated a detonation knock-indicat- 
ing device which made it possible to vir- 
tually "see" inside an engine's cylinders. 
With this scientific aid, the composition 

of aviation gasoline could be 'jug 
to fit an engine's exact requirements. 
Because no single fuel for personal- 

Standard executive R. F. Bradley, 
left, takes delivery of "Chevron 
No. 4" Navion from T. Claude Ryan. 

executive planes was available which com- 
bined the virtues of high octane rating for 
rich mixture conditions and lower rating 
for lean cruising operation, Standard set 
out to "tailor-make" a suitable fuel. 

With the detonation device installed in 
the "Chevron No. 2" Navion, extensive 
tests were conducted under controlled 
conditions, and various blends of fuel 
studied in action. Pick-ups attached to 
spark plugs transmitted signals denoting 
conditions within the cylinder to an 
oscilloscope screen in the Navion cabin. 
Properly interpreted by a skilled engineer, 
the oscilloscope "picture" showed whether 
or not the engine was knocking. 

During flight tests the Navion was 
flown by W. V. Hanley, assistant manager 
of the aviation division. In addition to 
developing SO 87 gasoline that prevented 
knocking under all flight conditions, the 
research project also included studies of 
volatility, economy, vapor-lock and other 
engine performance characteristics. 

With development of the new fuel 
completed, Standard's aviation depart- 
ment was faced with the problem of how 
best to take advantage of its sales pos- 
sibilities. How to bring the story effec- 
tively before private pilots? Again, the 
Navion came into the picture. 

Standard's sales executives had long 
used their Navion and other aircraft to 
keep in touch with customers throughout 
the Pacific states, traveling in the Navion 
alone an average of over 5000 miles a 
month. Here, however, was a new prob- 

If the oscilloscope could be used in 
the Navion cabin to "see" inside the en- 
gine's cylinders, why couldn't a large 
television screen, set up in a room before 
an audience, be used even more effec- 
tively? Again, Standard's research depart- 
ment went to work and came up with a 
solution. The Navion could be parked 
outside a meeting hall, the engine operated 
under various conditions, and by means of 
special electronic circuits and tubes, the 
picture carried over 2 50 feet of cable onto 
a TV screen. All equipment was designed 
to be carried aboard the Navion and 
flown from place to place. 

Because of the Navion 's unexcelled 

Standard's Navion has a habit of turning up just where needed for fuel demon- 
stration shows. "Chevron No. 2" is landed nearby, then towed along highway. 

short field performance the plane was 
landed in many cases adjacent to or near 
the auditoriums. Frequently the plane was 
taxied or towed along city streets. A total 
of 45 meetings were held before 6000 key 
aviation people. Hanley flew the Navion 
15.000 miles in the seven Western states 
while introducing the 80/87 fuel. 

Being used to a scientific approach to 
the Navion because of past research proj- 
ects with which the plane was connected. 
Standard Oil ran its own "acceptance" 

tests when taking delivery of their new 
Ryan Navion "Chevron No. 4." With 
calibrated instrumentation, Bill Hanley 
found the new plane had a true airspeed 
1 Yz m.p.h. in excess of the advertised 
cruising performance and that all instru- 
ments and settings were well within lim- 
its. Also, Hanley reported, the plane was 
ready on time and without a single mal- 
functioning unit — an experience he had 
had only rarely in past years when get- 
ting new planes. 

Special equipment devised by Standard Oil research engineers makes it possible to project onto movie 
screen for large audiences, the "picture" of inner workings of Navion engine during combustion cycle. 

ANEW Universal Heat Exchanger 
Test Stand recently installed adja- 
cent to the Jet Engine Test Stand is the 
Ryan factory's newest research facility. 
This imposing array of pipes, tubes and 
valves, which looks like a plumber's night- 
mare, represents a substantial investment 
in a new testing instrument of laboratory- 
like accuracy. It is being used daily to 
check the design and performance of 
Ryan-fabricated heat exchangers which 
are fast becoming important tools in the 

these structures, heat is passed through a 
metal wall from one fluid to another in 
order to obtain higher, or lower, tempera- 
tures at the point of application. 

Every design of heat exchanger can be 
visualized as an arrangement of tubes. 
Conventional coolant radiators and oil 
coolers are composed of bundles of circu- 
lar tubes through which the cooling air 
flows. In the design of a heat exchanger 
it is essential that the heat-transfer and 
pressure-drop characteristics of the tubes 
be known. 

must be struck between a design for maxi- 
mum service life, which imposes weight, 
and for maximum output per unit of 
weight, which necessitates minimum 
structural weight. 

The Ryan Heat Exchanger Test Stand 
is patterned after the N.A.C.A. Test 
Stand at the University of California. It 
is an extremely versatile and high capacity 

It consists of a natural gas furnace 
capable of producing 3,000,000 B.T.U.s 
of heat energy per hour, a centrifugal 


Installing a heat exchanger In the new Ryan heat exchanger test stand prior to air-gas heat flow test 
under simulated flight conditions. Test data aids Ryan engineers in designing better heat exchangers. 

hands of aircraft designers in their efforts 
to increase the range, altitude and effi- 
ciency of military and commercial planes. 

Heat exchangers are used to transfer 
heat from high temperature exhaust gas 
to lower temperature warm air which can 
be used to heat airplane cabins, prevent 
icing of wings, pre-heat guns and perform 
several other functions, details of which 
are not releasable. 

All of us use many types of heat ex- 
changers in our daily life, such as the 
steam radiator, vented gas heater and re- 
frigerator freezing chamber. In all of 

In aircraft, a principal source of heat 
(with tremendous quantities of heat ener- 
gy, most of which has previously gone to 
waste) is the conventional reciprocating 
engine. The airplane's power plant con- 
sumes enormous volumes of cool air and 
heats it to volcanic temperatures in a mat- 
ter of seconds. The design of a thin-metal- 
walled heat exchanger to accomplish the 
transfer of heat from the products of 
combustion, presents a complex problem. 
It is necessary to know the amounts of 
heat, and efficiency in transferring heat, at 
varying air-gas flow rates. A fine balance 

type blower for delivering air to the fur- 
nace and ventilating air to the heat ex- 
changer under test, together with a sys- 
tem of ducting and various measuring 
devices. Exhaust gas and ventilating air 
can be circulated through the heat ex- 
changer under test at flow rates of 8 500 
and 65 00 pounds per hour, respectively, 
at an exhaust gas temperature of 1600""F. 
The blower, which is driven by a 30 
h.p. electric motor operating at 3600 
r.p.m. delivers air into a 12-inch manifold 
and thence into two 8-inch ducts which 
(Continued on page 19) 



CAMERA! Speed! Action! 
Familiar as key words in the jargon 
of the movie industry, these crisp com- 
mands mark the daily progress of the lat- 
est Rvan Navion promotional venture — 
a 16 mm color sound motion picture now 
in its second month of production. 

The 2 5 -minute movie is planned to con- 
vincingly show the businessman and pro- 
fessional person how he stands to profit 
businesswise and in pleasure from owner- 
ship of a modern executive-type plane like 
the Ryan Navion. 

A week's shooting in California's San 
Joaquin Valley launched production. 
Percy and Maxine Whiteside, Ryan Na- 
vion dealers in the valley town of Cor- 
coran, spark-plugged arrangements for 
filming such colorful action as a cattle 
round-up on the Lou Hansen ranch and 
successful drilling to a record-breaking 

Producer Bob Montague and production coordinator Robert 
Smith combine talents during shooting of scene for Ryan 
Navion technicolor motion picture now nearing completion. 

near-6,000 feet by Elmer von Glahn in 
the Raisin City oil field. Navions owned 
by Hansen and von Glahn figured prom- 
inently in both scenes. 

Other Corcoran folks whose Navion us- 
age was covered were Harold Dyer, truck- 
ing firm operator; Phil Hansen, cotton 
farmer; Bert Huff, machinery dealer; Fred 
and Everett Salyer, grain elevator opera- 
tors; Clyde Sitton, auto supply dealer; 
Charles and Dick Gilkey, local execu- 

Kenneth Billingsley, Ford dealer in 
Tulare, demonstrated a Navion's value to 
an automobile agency. Ed Neufeld, Ed 
Peters, Sam and Dan Barling, large-scale 
vegetable farmers of the nearby town of 
Wasco, and the B. M. Holloway Company, 
gypsum miners at Lost Hills, cooperated in 
the filming of additional examples of Na- 
vions at work. 

Grand finale of the San Joaquin footage 
was a group flight by six Navions to 
(Continued on page 25 ) 

(Left) Rancher Lou Hansen of 
Corcoran, Calif., performed 
like a veteran screen actor 
when camera picked him up as 
he gassed his Navion. Mike- 
boom allowed accurate record- 
ing of his voice for movie's 
sound track. Corcoran Air- 
port's manager. Bill Halley, 
right, holds big reflector. 
(Right) A rugged location was 
the Raisin City oil field in 
the San Joaquin Valley, where 
Elmer von Glahn taxies his Na- 
vion right up to drilling rigs. 
Shots of cross-wind operations 
from the dirt road he uses as 
a landing strip preceded the 
sequences filmed at the well. 


Mimmn mm urn 

Like Shadrack, Ryan manifolds have a habit of coming forth 
unharmed from a fiery furnace of 1600 heat. 

FEW people realize, as they watch a 
giant 4-engined B-50 roar across the 
sky, how much sheer power is compressed 
into modern aircraft piston-type engines. 
Just one of the 3 500 h.p. engines on this 
airplane packs almost as much power as 
two average passenger train locomotives, 
yet weighs less than the locomotive's 
wheels. This is sufficient power to shoot a 
one-ton elevator up the shaft of the Em- 
pire State Building at the speed of sound 
(1,020 feet per second). 

Similarly, the vital function which 
Ryan exhaust systems perform in remov- 
ing huge volumes of volcanic exhaust 
gases from aircraft power plants is rarely 

In flight, these powerful piston-type en- 
gines are running down the air at the rate 
of .3 00 to 500 miles per hour. Even this 
mighty flow must be compressed by super- 
chargers and crammed down the engine's 
"windpipe" in greater volume to feed the 
combustion in the cylinders. Every mole- 
cule of air and fuel emerges from the 
exhaust ports of the engine with terrific 
speed and at temperatures upward to 
1950° Fahrenheit. Since this is almost 
twice the melting point of the plane's 
aluminum structure, the exhaust system 
has a great responsibility in channeling 
the hot gases safely to the atmosphere. 

A major problem in connection with 
the development of higher horsepower re- 

ciprocating aircraft engines continues to 
be that of disposing of the enormous 
amount of heat generated by combustion. 
The modern aircraft engine is a strik- 
ing example of man's success in multiply- 
ing his own muscular power by mechan- 
ical means. For centuries, his only avail- 
able source of power was the one-half 
horsepower he could generate for short 
periods of time by physical exertion. The 
Egyptians built the pyramids with multi- 
plied manpower. The Romans used horses 
to supplement human muscle. In Holland, 
wind was harnessed to do the work. Even 
after the invention of a steam engine, a 
generation limped along at less than ten 

In 1884, the compound steam engine 
became famous for exceeding ten horse- 
power and Hiram Maxim made history in 
1898 by building a 300 h.p. steam engine 
for an airplane which never flew. But 
since 1935, the phenomenal surge of 
power which has been packaged in air- 
craft engines has made previous efforts 
along these lines seem small by compari- 

One cylinder of a modern aircraft en- 
gine generates as much as 125 horsepower 
— far more than most eight cylinder auto- 
mobile engines. This enormous power has 
been obtained from unbelievably light- 
weight engines, weighing less than one 
pound per horsepower. Yet, massive pres- 
sures of 1 5 tons per cylinder head must 
be tightly locked up in the thin metal 
walls of the cylinder barrels. Much like 
a cannon barrel when a shell is fired, the 
cylinder barrel must retain the shock 

Precision machining of the port of 
B-50 tailpipe section. Machined 
face must be flat with .005 inches. 

Ryan exhaust systems on an aircraft en- 
gine serve much the same purpose as ex- 
haust systems on an automobile, except 
that instead of removing the hot gases 
generated by about 100 to 150 h.p. they 
must serve the terrific combustion of 
1000, 2000, 3000 or more h.p. They must 
be as light in weight as possible, yet with- 
stand the effects of corrosion and vibra- 
tion while being subjected to frigid ex- 
ternal temperatures and internal fiery 

To further complicate the job of the 
manifold design engineer, the exhaust sys- 
tem must be attached to an engine which 
is dynamically suspended in its mount. 
This allows the engine to move in several 
different directions with sudden power 
changes and isolates the plane from engine 
vibration. But it also means that the ex- 
haust system must either be mounted on 
(Continued on page 23 ) 

caused by 21 violent explosions of com- 
pressed air and gasoline each second. To 
support this combustion, the engine con- 
sumes air like a raging forest fire. Two 
superchargers supply this air by blasting 
a concentrated fuel-air mixture down the 
engine's throat like bellows forcing up a 

The interesting aspect of this whole 
combustion cycle is that every molecule 
of air and gasoline which is rammed into 
the engine's cylinders must be forced out 
and returned to the atmosphere — none of 
it is destroyed. It is, however, greatly 
transformed. The air, which may enter 
the intake ducts at temperatures as low 
as 65° below zero, rushes from the engine 
exhaust ports with the volcanic heat of 
1900"F. In removing this fiery blast, the 
Ryan stainless steel exhaust manifolds have 
performed with unique satisfaction. 

Above: Inspection of machined exhaust ports on Ryan-built stainless steel tailpipe 
sections for the Boeing B-50 installation. Below: Bruce Todd (left), Ryan sales en- 
gineer, examines ball-and-socket joint designed for flexible exhaust gas connection. 


Amvet's National Commander Harold Russell and Past Notional Commander Harold Keats confer beside their organization's Ryan 
Novlon during visit at Norfolk, Va. Plane reduces trovel expenses of officers, allows tighter scheduling of speaking tours. 

Building membership rolls in America's 
big veteran organizations demands fast, 
hard-hitting campaigning on a nation- 
wide scale. For three of these groups — the 
Veterans of Foreign Wars, American Vet- 
erans of World War II, and the American 
Veterans Committee — Ryan Navions are 
providing the flexible schedules, speed, and 
direct routes to out-of-the-way places 
which such campaigning by top level offi- 
cers requires. 

The AVC's National Chairman, 
Michael Straight, has just completed a 
tightly scheduled 10,000-mile Navion trip 
which took him to 2 5 cities all over the 
country without missing a single speak- 
ing engagement. Louis Pakiser, Executive 
Director, and Wadsworth Likely, public 
relations adviser, accompanied him on the 
national tour of AVC chapters. 

Credit for the AVC's distinction in be- 
ing the first of the veterans' groups to 
fleetly cover the country by Navion goes 
to Chairman Straight. During World War 
II he piloted two of the most famous war 
planes ever to take to the sky, the B-29 
and the B-17. He has flown more than 
1,500 hours, holds a commercial license, 
and is thoroughly convinced of the merits 
of personal and business flying. 

"In my work with the AVC, the Na- 
vion has proved invaluable. I use it like 
my father used his car," he says. "And I 
fly in any season of the year, winter in- 
cluded. Recently, while flying three dele- 

gates from an AVC Convention, I was 
caught in a freak snowstorm. With ceiling 
and visibility rapidly lowering, I came 
across a cow pasture, circled it in a tight 
turn at 80 m.p.h. and landed without a 
bump in a few hundred feet, in mud and 
ditches. The plane was completely un- 

"The ship's stability and ruggedness are 
its greatest qualities and they are life- 
saving qualities in an emergency! In this 
particular case, incidentally, none of the 
three passengers — Marine, Army and 
Wave veterans — could have attended the 
Convention had the Navion not been 

In much the same fashion the Amvets 
employ a husky, blue-enameled Navion 
for the official transportation of National 
Commander Harold Russell, famous for 


his Academy Award winning performance 
as the amputee in the motion picture, 
"The Best Years of Our Lives." 

Russell's regular flight companions are 
Past National Commander Hal Keats, who 
has charge of the Navion's maintenance, 
John Marks of the National Headquarters, 
and Public Relations Director Stan Allen. 

In addition to long-distance trips like 
his recent national organizational tour, 
Russell makes short hops out of Washing- 
ton to points up and down the Atlantic 
coast. He reports the Navion is a real 
money saver in travel expenses, calls it a 
"private airliner" which transports four 
people for the price of one by scheduled 

He cites as an example of the superior- 
ity of Navion air travel the trip between 
Washington and Fort Lauderdale, Florida, 
which they've made in 6 Yz hours by Na- 
vion with 15 m.p.h. head winds all the 
way. The trip included two stops enroute. 
Airline time for the whole trip is actually 
longer, Russell explains. 

Russell served as an Army paratrooper 
before an explosion cost him both his 
hands. From a double-amputee of the 
First World War, his friend Charlie Mc- 
Gonegal of San Francisco, he has gained 

10,000-mile tour of A.V.C. chapters starts off with a smile for National Chairmon 
Michael Straight and Executive Director Lou Pokiser as they leove Washington, D. C. 
by Navion. Stops in 19 cities were included in their closely followed itinerary. 

inspiration to acquire his private license. 
McGonegal became well known in the 
years following the first big fracas for his 
skilled piloting. 

"I want to get my private pilot's cer- 
tificate as soon as I can," Russell says. "In 
and out of the Army, I've flown in just 
about every kind of plane, and I'll take 
the Navion. It's an easy-flying ship that's 
safe and simple to pilot. I want one of 
my own as soon as possible." 

On their longer trips Amvet executives 
frequently take along an electronic wire 

recorder for use in keeping tab of im- 
portant interviews and speeches. 

Guest passengers for the Navion come 
aboard as the plane reaches a new terri- 
tory and National officers living in that 
region are picked up and taken on a tour 
of their chapters. 

Clyde A. Lewis, the V.F.W. Comman- 
der-in-Chief averages over 20 hours fly- 
ing time weekly in his organization's trim 
low-winger. In that time, he covers 
roughly 3,000 miles. During a recent five- 

(Confinned on page 24) 

Flanked by o uniformed guard of honor, V.F.W. Commander-in-Chief Clyde A. Lewis (in dork cop and overcoat) and "The Spirit 
of the V.F.W.," his official plane, are greeted in Kingston, Pa., by officers of Post 283 upon arrival for an official visit. 

L. to R.: Walter (Sandy) Thorpe, 
and Terry Sparks, 10, the two pitchers 
on Ryan's Little League team hove a 
chot before worming up for game time. 


Youngsters go into training under 

Big League baseball scout in 
Ryan-sponsored ^^Little League*' 

WHAT ten - year - old youngster 
wouldn't thrill at the chance of 
playing ball in a real baseball league? 
Maybe even playing in the Little League 
World's Series? That's exactly the chance 
boys of San Diego now have, thanks to 
the interest of the Ryan Management 
Club, one of four San Diego sponsors 
who this year are starting The Little 
League locally. 

The purpose of the entire program is 
to teach boys sportsmanship and fair 
play and thereby combat juvenile delin- 
quency. Each of the four sponsored teams 
will consist of twelve regular players and 
six substitutes, ages varying from eight 
through twelve. 

This year, the best players of practice 
sessions will be chosen for the regular 
team. In following years, play will be 
handled just like Big League baseball with 
players bought by offers of bonus points. 

Shoes and gloves are the only equip- 
ment the boys have to furnish. All the 
rest of the necessary gear is supplied. The 
Ryan team uniforms of gray with black 
lettering and trim, black cap and white 
socks, will be furnished by the Ryan Man- 
agement Club. 

The games will be played according to 
the regular rules of Little League Base- 
ball, Inc., with regular umpires, coaches 
and managers. The winner of the San 
Diego league will play the winner of the 

San Bernardino league for the State Cham- 
pionship. The victor in the State Cham- 
pionship will represent California in the 
Little League World Series at Williams- 
port, Pa., league headquarters. 

The program started some three months 
ago with 50 to 5 5 boys reporting each 
Saturday morning for practice. From 
that group, a squad of 12 uniformed 
players and six reserves was selected by 
team managers. The League played its 
first game on June 12. The clubs are 
evenly matched, the games are well at- 
tended, and the program by 1951 should 
keep a large group of youngsters in action 
during their summer vacation. 
(Continued on page l") ) 

Team Manager Bill Billings (for left) and Cooch Charlie Martin (far right) ore in there pitching to moke Ryan Management Club's 
"Little League" the best in the city. "One of these kids might turn out to be another Ted Williams or Joe DiMaggio," says Bill. 


Selling campaigns of the Baldwin Oil Burner Company, Dover, Pa., ore spearheaded by this Ryan Novion. Modern trucl( fleet 
in the bockground follows up with instollatlons and service work. Owner Paul R. Baldwin pilots the trim plane himself. 

SINCE we took to the air in a Ryan 
Navion, our sales have gone up like 
the plane's rate of climb," is Paul R. Bald- 
win's description of the results achieved by 
his Baldwin Oil Burner Sales and Service 
Company, Dover, Pa., through this mod- 
ern method of business travel. 

"I don't believe I'm exaggerating when 
I say I owe the success of the last several 
years to the Navion. And this means quite 
a bit, for in each of the last two years, 
we've enjoyed an increase of 75"^; in busi- 
ness. Total sales have averaged $150,000 
annually ... in a business that's operated 
just by my wife and myself with fifteen 
employees. As a result of all this, we've 
had to add three more trucks to the five 
you see in the picture accompanying this 

"Here are a few examples of the ways 
we've been able to profitably use the Na- 
vion. During the shortages of materials 
several years ago, I would have lost many 
a contract had I not been able to swiftly 
fly to all parts of the country after much- 
needed items. 

"Then there are our regular operations 
which take five working crews in a fleet of 
trucks to new home building sites 
throughout York County. Because there 
usually are no phones in such localities, I 
use my plane to spot a crew from the air 
whenever I have to contact them. I also 
check on the new building in the area by 
spotting foundations going up, then land- 
ing to personally make fast contacts for 
new work. 

"As an added business feature, I have 
offered the services of our Navion to 

building contractors to help them secure 
the materials they require. Recently one 
of the biggest builders saved a large sum 
of money by taking advantage of the 
offer to attend a war surplus sale which 
he otherwise would have missed. 

"And from an advertising standpoint, 
the Navion has rendered top-notch util- 
ity, too. Not long ago our firm enter- 
tained 15,000 people at the York Airport 
by dropping 6,000 little parachutes loaded 
with candy and toys for the children. 

"On another occasion, I was asked by a 

friend to take a friend of his on his first 
airplane ride. After only ten minutes in 
the air, I was advised to prepare a con- 
tract, as the gentleman was in need of a 
new heating unit. It can well be said that 
this order came 'right out of the clear blue 
sky.' I estimate that I've entertained be- 
tween four and five hundred customers 
per year on plane rides. 

"Important, also, has been the advance- 
ment of our employee relations by use of 
the Navion. One of our policies is to ar- 
(Continued on page 24) 

As reward for perfect attendance at troop meetings, these Pennsylvania Boy Scouts 
with their Scoutmaster Horry Altlond (left) got a ride with Paul Baldwin's Navion to 
Washington, D.C., where they saw the Smithsonian Institution and Washington Airport. 

I mi^^ iiiiniji 


Ingenious Device Speeds Production 

A new high-production machine, capable of stepping up machining speeds, sim- 
plifying set-up procedure and improving surface finish, has been installed on the big 
Buliord Vertical Turret Lathe in the Ryan Jet Assembly Department. Called a Turchan 
hlydroulic Duplicator, this ingenious device converts the vertical turret lathe into an 
automatic production tool with time savings opproaching 100 percent. 

Designed as the ultimate in high precision control attachments, it consists of a 
motor-driven hydraulic pump which supplies uniform oil pressure of 500 pounds per 
square inch to a sensitive valve and master control cylinder. The valve is actuated by 
a tracer point which "feels" the outlines of a pattern, or template, and meters oil 
directly to the control cylinder. The piston in this cylinder moves a tool slide which 
supports the cutting tool. When attached to the Buliord Turret Lathe, the duplicator 
accomplishes exact duplicates of master patterns directly in metal. 

Typical application illustrating the versatility of the new machine is demonstrated 
in the machining of flanges on the exhaust cones for General Electric J-47 jet engines. 
A template, conforming to the desired contours of the flange, is clamped to the tracer 
table. The sensitive tracer point is located on the templote and the cutting tool is 
positioned on the flange in exact relationship by means of a micrometer-dial locating 
control. As the tracer point moves over the outlines of the template, its movement is 
picked up by the precision volve and translated into the most minute changes in 
direction of hydraulic oil which is piped to the master control cylinder. The master 
control piston moves in strict conformity with the oil pressure changes in the lines and 
operates the cutting tool so that it instantly and faithfully follows the direction of the 
tracer. Accuracies in duplication within variations of only .002" ore obtained. 

This method of generating work shapes from a model has many advantages over 
conventional methods. The smooth continuous operation of the power feed of the 
turret lathe coupled with the floating hydraulic action of the duplicator produces 
machined work of unsurpassed smoothness^— often so smooth that final grinding work 
con be eliminated. Also, it eliminates the use of costly form tools and permits utiliza- 
tion of conventional tools which ore simple to set-up. 

Although the new machine odds approximately $5,000 cost to the $21,000 Buliord 
Verticol Turret Lathe, Ryan production supervisors — and Ryan customers — con readily 
see the benefits from improved work and time sovings which more than compensate 
for the investment. Because of its automatic features, the tool allows ony machine 
operator to handle intricate jobs with success and produce the highest quality metal 


(Continued from page } ) 
to get super-performance and high effi- 
ciency with minimum noise from a pro- 
peller, the propeller speed must be kept 
low. To achieve this combination of a 
fast-turning engine and a slow-turning 
propeller, an engine with propeller reduc- 
tion gearing is required. Because of geared 
power the Super Navion can swing a 
larger, aerodynamically more efficient pro- 
peller than in the past. 

Lycoming, one of the oldest names in 
the aircraft engine field, has pioneered in 
the development of propeller reduction 
gears for horizontally-opposed engines of 
lower horsepower. It is first in the field 
with its six-cyhnder GO-43 5 series, which 
develops 260 hp at take-off with a crank- 
shaft speed of 3400 rpm and 2180 rpm 
on the propeller. This reduces the pro- 
peller noise, increases efficiency and makes 
for a smoother engine, propeller and air- 
plane combination. When cruising, the 
rpm on the crankshaft is 2600 and the 
propeller rpm is only 1625. 

^^NE veteran of personal-business 
^^ plane travel, after a recent flight in 
the Super Navion said: 

"It's a beautiful flying plane, and one of 
the outstanding features is the low noise 
level of the propeller. Sitting in the cabin, 
you can carry on a conversation in normal 
tones as the plane cruises along. It is the 
quietest operation I have ever experienced, 
even including some large commercial air- 

The "heart" of Lycoming's GO-43J 
series engine, along with the reduction 
gearing, is the crankshaft with its pen- 
dulum-type counterweights. Reduction 
gearing is of the planetary type, providing 
smooth, dependable operation and long 

The counterweight system, which mini- 
mizes torsional vibration, is the same tvpe 
that has proved so successful on large air- 
craft engines in military and airline ser- 
vice. There are six counterweights, or 
dampers, which are kept in pairs so as to 
simplify crankshaft balance and provide 
sufficient mass in the small crankcase space 
available. Extreme accuracy is necessarv 
in fabricating the counterweights, the 
various parts being held to tolerances of 
approximately one ten-thousandths — even 
closer than the tolerances in the finest 

The basic design of the GO-43 5 engme 
— the direct drive 0-43 5 — has undergone 

hundreds of thousands of flight hours in 
more than 3,000 wartime L-5 military 
planes and other craft. An earlier version 
of the same basic geared-engine also was 
used successfully in a Navy plane. These 
facts are full evidence that the six-cylin- 
der GO-43 5 in the Ryan Navion Super 
260 has been thoroughly tested under all 
conditions, and has passed with flying 
colors. With the availability of geared- 
engine power, the personal plane has now 
moved into a new era of advanced per- 
formance and utility. 


(Continued from page 10) 
supply the furnace with air for combus- 
tion and the heat exchanger with ventilat- 
ing air. A portion of the air is conducted 
to the bottom of the furnace where it pro- 
vides oxygen for combustion with the 
natural gas at the special burner head. The 
rest of the air is bypassed to the top of 
the chamber where it mixes with the hot 
gases from the burner and acts as a "tem- 
perature regulator." The furnace is an 
automatic flash-type steam boiler with a 
specially designed chamber for the mixing 
of the hot combustion gases and the cooler 
air. Ignition is accomplished by a spark 
from a 10,000 volt transformer. 

The heat exchanger test section is lo- 
cated downstream from the furnace and 
mixing chamber and is mounted between 
flanges, usually, although sometimes slip 
joints are used. The rate of flow of ven- 
tilating and combustion air to the heat 
exchanger is metered by 5- and 6-inch 
orifices. By means of special valves and 
interconnections, it is possible to bring 
widely varying volumes of gas at different 
temperatures to both sides of the heat 
exchanger, for testing. Every refinement 
is provided in order to insure the accuracy 
of the test results. 

An added feature of the test stand is 
the provision for a gasoline engine to sup- 
ply combustion air, in place of the gas 
furnace, when special tests of simulated 
aircraft engine combustion is required to 
study such effects as lead bromide deposits. 

Because heat exchanger design and 
fabrication is a highly specialized activity 
and a Heat Exchanger Test Stand is a 
relatively costly piece of test equipment, 
few such installations are available for 
research work. With this excellent new 
tool, Ryan high temperature engineers can 
design even more efficient and ingenious 
high temperature metal components. 


Jack Lucast (center), Ryan Field Service representative, discussing results 
of the Navion clinic inspection with Wally Taylor Heft), Traffic Manager, 
and Oscar Hendrickson, General Manager of Los Angeles-Seattle Motor Express. 

Midwest Next tor Ryan 
Sales and Service Team 

Having just returned from a suc- 
cessful three-week trip of the South, 
Ryan Aeronautical Company's soles- 
service team has left the San Diego 
factory for a similar Navion tour of 
the Midwest. 

Headed by William P. "Doc" Sloan, 
assistant to the vice-president, the 
factory specialists are cooperating 
with Navion distributors in offering 
owners free inspections and check 

The latest trip, on which Jock Lu- 
cost, field service expert, occomponied 
Sloan, included stops at Phoenix and 
Tucson, Arizona; Clovis, New Mexico; 
Baton Rouge, Louisiana; Memphis; 
Birmingham; Orlando, Florida; Atlan- 
ta; Hendersonville, North Carolina, 
ond Oklahoma City. 

Coordinoting o field service trip of 
its own with the Ryon schedule. Con- 
tinental Motors Corporation provided 
on engine specialist at each stop to 
make similar "on-the-spot" inspec- 
tions by factory experts. 

Well in advance of the dote the 
Navion sales and service team orrived, 
every owner in the orea was advised 
of the factory inspection service. Then, 
the distributor contacted the owner to 
make a definite appointment for him 
to bring in his plane. Response of 

owners on the first two service trips 
was more enthusiastic than the fac- 
tory had anticipated, some 40 to 50 
percent of owners in each area coming 
in for service checks. 

While Lucast was making inspec- 
tions ond supervising the distributors' 
mechanics, Sloan offered a check- 
flight in the owner's own plane to 
suggest better operating procedures, 
discussed factory-approved power set- 
tings for cross-country flying, and 
demonstrated piloting techniques for 
increasing performance and economy. 

Depending on the number of plones 
in each areo, the factory representa- 
tives spend from one to six days at 
each stop. Every day 6 to 8 Novions 
ore completely inspected, check flown 
and recommendations submitted to 
owners to improve the performance 
and serviceability of their planes. 

A Northwest tour recently com- 
pleted by Sloan and Lucast included 
one- to five-day stops in Northern 
California, Portland, Seottle, Boise and 

Not only are the tours providing a 
real service to owners and developing 
a closer factory-distributor-owner rela- 
tionship; they also give the factory 
team o chance to survey distributor 
focilities, and to moke suggestions for 
improving Navion sales and service. 


(Continued from page I) 
to design and develop a complete new 
accessory case, including the fuel and con- 
trol systems, and modify the engine to 
run on gasoline instead of kerosene. 

All of this probably sounds quite simple, 
but it was a staggering task for all con- 
cerned. We had to feel our way along be- 
cause there were so many unknown ele- 
ments in this field which was then new 
to us. 

Undoubtedly, one of the advantages we 
had, and which helped us during this 

we returned from the first trip to Eng- 

Production, in the meantime, had been 
going full-blast on the J-42 jet engine, 
and first deliveries commenced in Novem- 
ber 1948, 16 months from the starting 
time. The job which production per- 
formed in this work can best be appreciat- 
ed when it is realized that more than 
1000 design changes were made in the 
1100 drawings between the time we first 
went to England and the time we deliv- 
ered the first production J-42 powerplant. 
These drawings covered 1088 different 
kinds of parts in the J-42 Turbo-Wasp — 
or 7022 pieces in all. 

Most powerful jet engine now flying in the United States is this Pratt and 
Whitney J-48 Turbo-Wasp. Nozzles in the afterburner spray additional fuel 
into engine's incandescent exhaust gases to give tremendous boost in jet thrust. 

period, was the well-established policy of 
sub-contracting large parts of our produc- 
tion contracts. Normally, we have about 
half of the production man-hours on all 
Pratt & Whitney engines supplied outside 
our own plant by some 12 50 other con- 
cerns such as the Ryan Aeronautical Com- 
pany. It was this practice which assisted 
materially in rapidly expanding the pro- 
duction of our company's piston type en- 
gine during World War II, and which also 
accounted in part for our success in rapid- 
ly looking and preparing for production 
of the new jet type powerplants. 

Engineering was successful in building 
a completely Americanized experimental 
engine and had it running in March, 1948, 
only 8 months after receipt of the draw- 
ings. Our first J-42 Turbo-Wasp success- 
fully completed the standard Navy ISO- 
hour qualification test 1 5 months after 

Since the end of the war, we have been 
continuously engaged in development of 
gas turbine powerplants of our own, still 
more advanced designs which have passed 
important milestones under Navy and Air 
Force contracts. These projects, and the 
work done on them by sub-contractors 
such as Ryan, are classified and we are 
not at liberty to discuss them in any de- 

Since we believed prior to the war's end- 
ing that the piston engine still had a long 
life ahead of it for the long-range weight- 
lifting airplane, we decided it would be 
best to organize the engineering depart- 
ment into two parallel g