In recording and developing the history of the flight, the author quotes recent letters from the pilots, Colonel Noorduyn, Fokker's representative, that in his opinion the aircraft was capable of the proposed non-stop transcontinental flight. The choice of the T-2 was based on its lifting capacity and the relative ease with which additional fuel tanks could be installed.
The choice of route and direction of flight was based on the prevailing wind at 5000 feet for the planned date of flight (September and October 1922).
A 410-gallon fuel tank was installed between the spars of the wing center section
Once the flight was decided upon and permission secured, preparations were divided into two parts: route planning and preparation of the selected Fokker F-IV aircraft. To address potential public objections, the Fokker name was dropped from any mention of the aircraft, and the designation T-2 (Air Service No. 64233, transport 2) became official. All subsequent references to the aircraft carried this designation, and the flight was billed as an "engine test". (This was actually a severe test for the American-built Liberty V-12 engine.) However, the press and the Chamber of Commerce of the Air Force were especially vocal in their opposition on behalf of American manufacturers; and L.
Fitzgerald (letter of 8 September 1922) of one individual in particular who was so outspoken that precautions were taken to ensure against sabotage of the project.
A 185-gallon tank was installed in the fuselage cabin
Strong feeling continued to exist against the use of a foreign-made aircraft for a project that was so very American. Another important feature was the 5-in-1 glide angle of this airplane (5,000 feet of horizontal distance for every 1,000 feet of altitude). They made the flight in easy steps from McCook Field, Dayton, Ohio, to Rockwell Field, San Diego, Calif., stopping en route at Scott Field, 111.; Post Field, Fort Sill, Okla.; and Fort Bliss, El Paso, Tex.
From El Paso onwards, the pilots paid special attention to the terrain to select fields for emergency landings.
A 40-gallon oil tank was installed in the cabin
An interesting aspect of the preparation for this flight was the pilots' insistence that fuel be supplied from California. Hallett, Chief of the Power Plant Department at McCook Field, Pilots Kelly and Macready, and many others were engaged in the preparations. The cause of the false start was a change in wind direction at takeoff, the terrain of the available airport and a lack of horse power.
After a draft of strong coffee, the pilot from behind turned the way of his companion and, after settling in the front cockpit, took over the flight of the plane. Shortly after Macready they took over into solid cloud with light rain, which made the flight quite uncomfortable as the forward cockpit was open, in keeping with the design requirements of the day. they were met by the beam of a searchlight directed upward as a guide—the only such guide encountered during the flight. they broke out of the cloud into bright moonlight. By dead reckoning we checked the Arkansas River and the Cimarron later as they were crossed, but our drift north or south of the course was not known until 1 p.m. 03:20.
Weather picking with high and low pressure areas in desirable geographical parts of the continent is now paying good dividends with favorable tailwinds. Weaver, wife of the commander of Mitchel Field] the previous afternoon, was still warm. Former Air Force executive Kenney was among those present at the time of takeoff and promptly made a $5,000 bet with a disbelieving companion.
Many congratulations were received, including those from President Harding, General Patrick of the Air Service, J o h n W. After this exhibition, the aircraft was permanently placed in the Aeronautical Collections (now the National Air Museum) of the Smithsonian Institution, where it is located rated as one of the most notable in US history.
T H E AIRPLANE
The lower edge of the root rib from the front spar to the rear spar is 0 straight 0°. This location requires the engine to be moved to the right of the longitudinal axis of the fuselage. Access to the cabin is through an aluminum door on the left side of the hull.
The fuselage is covered in fabric from the leading edge of the wing to the rudder post at the rear. A special seat with a folding backrest was installed for the forward pilot and a bench seat (hammock) was provided in the rear of the cabin. In 1916 he began to actively participate in aircraft design and became chief constructor of the Fokker factory.
After the war and the relocation of Fokker's operations to the Netherlands, they produced a number of trainer aircraft, sport aircraft and a glider. Between 1924 and 1931 he was promoted to general technical manager of the Fokker works in Amsterdam. Platz's outstanding contribution to the success of the Fokker companies is best described in a letter written by A.
In addition, Reinhold Platz stated in letters to the author that the T - 2 wing was in fact a geometric enlargement of the D-VIII wing. The wing was built and with a new fuselage design became the V-45 prototype of the F-II. Certain shortcomings in operating comfort, maneuverability and economy of the F-II were corrected in the F - I I I.
Structurally, the aircraft was an extension and refinement of the F-II and was more maneuverable.
J p imm <t
Dworack, assembly foreman, and Clyde Reitz, aircraft mechanic, left McCook Field for San Diego, California, to prepare for an attempt at a nonstop west-to-east flight. Returned to the San Diego area and stayed aloft to set the unofficial world endurance record. 30 Attempt to set the official world record for distance and endurance on a measured closed course with a high compression engine.
The Greatest Record of All
Triumph of the Fokker Airplane and the Liberty Engine
FOKKER
NETHERLANDS AIRCRAFT MANUFACTURING CO
United States Arny, hereafter reads "Contracting Letter," an instruction of the Chief of the Air Service, under the authority of the Secretary of the Sar#. So much of the a r t i c l e s h a l l be designed, constructed, equipped and delivered in accordance with and hereby made a part of, the attachments for type airplanes attached hereto. The Contractor shall not be liable for, or be deemed to be in default under this contract by reason of delays in the performance of this contract caused by tr i k e s , f i r e , explosions, r i o t , a c t of God, failure or cause other than transportation, control and without the fault of the Contractor, including delays caused to the Contractor by direct act or by a decision of the Government, and the Contractor's term for the performance of the contract shall tend to cover d. «lay in perfonj^ece thus caused to the Contractor;. provided that the Contractor shall act modestly and not hold the Contracting Officer to account for any such delay and shall need to use his best endeavors to remove it and avoid the fate of his; and provided further, that such assignment shall not be due to the will of the Contractor to adapt any of the provisions of this contract.
The Government will pay the Contractor for its delivery, inspection and acceptance by the Government, in accordance with the requirements of the contract, as follows. a) Eighteen thousand dollars ("ls,00oi in money of the united state of s r l s t, or equivalent. In money of Kether -. 1) The contractor shall keep and save the government, representatives and many other persons acting as agents, contractors or otherwise, harmless from claims or are for purported use of any patented or unpatented invention, process or suggestion, sedret process or suggestion, or in entering into or supplying the contract and work hereunder. for the use alleged of any patented invention in the use of such rtic l e or work for the purpose for which they are given or supplied, where denand or l i n b i l i i / i bn on patents that are electronically owned or controlled by, or under which and to the extent the rights are enjoyed by the Contractor, officers or persons in private with the Contractor; and if recovered, shall discharge and secure the government from any l l denand or l i a b i l i t i s due to it with due release from patents or c l a l n a n t , but if such release is not possible. then by boai or otherwio*, aad. to th» » u » f « » t i « ) ©r \*» cni«r of Kir Service. Inventions, improvements and/or suggestions may be or may have been made, perfected or invented by the Contractor, representative, company, operator, end/or employee in connection with or in pursuit of the performance of the contract. , or not to be used in any way in contracts contracted for hereunder, under any patent and a l l l ive and other rights based on these d i s c o v e r i e s.
One of the most curious and interesting questions in the history of aviation is related to the reputation of the famous Dutchman Fokker, whose name was borne by many outstanding aircraft. However, his credit for the design and development of the aircraft that bears his name is more than questionable. Platz also had a hand in developing the famous Fokker fighters of 1915, which were basic modifications of the French Morane-Saulnier design.
Army authorities discovered flaws in the performance of its aircraft and in their structural reliability; he was forced to produce training aircraft of the AEG design. They too never suspected that the actual designer was denied even the official manual outlining the Army's technical requirements for their aircraft. My upcoming work aims to uncover the facts behind the development of the Fokker aircraft based on the official documents of the German Army Flight Corps and from evidence provided by R.
Fokker was the ideal test pilot who flew by feel and if he had not taken charge of this second phase, to test and modify until the aircraft was to his satisfaction, a job which he did all by himself until the early 'twenties , not much would have come of the world-famous name.
