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Standard Air Lines Transport Aircraft: Davis-Monthan Aviation Field December 11, 1927-March 4, 1930

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Standard Air Lines Transport Aircraft: Davis-Monthan Aviation Field December 11, 1927-March 4, 1930 Presented at the Conference of Historic Aviation Writers XI October 17-19, 2003 Oklahoma City, OK Business Productivity and History of Three Standard Air Lines Transport Aircraft: Davis-Monthan Aviation Field December 11, 1927-March 4, 1930 By G.W. Hyatt Davis-Monthan Aviation Field in the early 1920s. View to the southeast. The current Davis-Monthan Air Force Base is contiguous at the top of the photo. Note aircraft aligned at lower right. Photo from Reinhold, 1982, p. 75. Davis-Monthan Aviation Field in 1939. View to the north northeast. The hangar building facing the paved ramp was built in 1932. Remnants of the asphalt runway are visible today. Note “spots” at photo center where aircraft were parked. Photo from Bednarek, 2001, p. 95. Copyright, 2003 Page 1 of 15 Website: www.dmairfield.com Presented at the Conference of Historic Aviation Writers XI October 17-19, 2003 Oklahoma City, OK Business Productivity and History of Three Standard Air Lines Transport Aircraft: Davis-Monthan Aviation Field December 11, 1927-March 4, 1930 By G.W. Hyatt Introduction Findings about Standard Air Lines operations described in this paper come mainly from the vintage transient register of the Davis-Monthan Aviation Field, Tucson, AZ. Founded by the city of Tucson in 1919 (Bednarek, 2001, p. 33), the Field was the first municipal aviation field in the United States. The Field register is a large, leather-bound tome, which lived for over a decade in the terminal buildings visible in the photographs on the cover page of this manuscript. It now lives protected in a glass case in the Operations Office of the contemporary Davis-Monthan Air Force Base. The Davis-Monthan Aviation Field transient register is a robust United States regional aviation artifact. Meticulously handwritten are the historically significant pilot names and their airplanes, tens of thousands of destinations, dates, passengers and events. To this day, many of the pilots, passengers and aircraft have achieved continuing national and global importance and impact. The author constructed a computerized database from all the information in the register. The register is only 218 pages. Yet, it reports 3,691 landings between February 6, 1925 and November 26, 1936. The database contains 110,780 elements, which can be sorted, filtered and queried. Manipulating the database compels questions, and enables answers, about the people, aircraft, places and events recorded in the log. Specific to this paper, several early air transport companies frequented the Field. Among them American Airlines (the inaugural sleeper service landed there), Scenic Airways (later Grand Canyon Airlines), and Standard Air Lines. How is the Davis-Monthan Aviation Field transient register used to analyze Golden Age commercial transport activity? Although several Standard Air Lines aircraft landed at the Davis-Monthan Aviation Field, three of them (NC3317, NC8011, NC9724, all single- engine Fokkers) landed with sufficient frequency to provide meaningful samples of passenger loadings and pilot duty cycles. Queries of the database revealed the values used in calculations and graphs. Passenger loadings, along with data about scheduled routes, aircraft speeds, and recorded arrival and departure times, are used to derive three measures of economic performance. First, load factor, is a measure of percentage of seats occupied. Second, seat-miles, is measured from estimates of aircraft speed, multiplied times estimated hours of use, times number of passengers carried. This figure, generally, is annualized. Third, punctuality, Copyright, 2003 Page 2 of 15 Website: www.dmairfield.com Presented at the Conference of Historic Aviation Writers XI October 17-19, 2003 Oklahoma City, OK a factor not necessarily connected to passenger load, but with economic impact all the same, is considered. A unique feature of the log is that pilots of transport aircraft routinely listed the numbers, as well as names, of their passengers during their scheduled stops at Tucson. Since the early airlines did not retain this kind of information in formal records, the transient register enables us uniquely to know passenger manifests, and database analysis allows us to reconstruct approximate economic efficiencies for these airlines that are available nowhere else. Standard Air Lines Standard Air Lines began in Los Angeles, CA as a subsidiary of Aero Corporation of California, which was formed in 1926 by William John “Jack” Frye and two associates. “Aero”, as it was called, was a distributor for Eaglerock airplanes, with sales of sixty planes in the first year of operation (Reinhold, p. 152). Aero also offered flight training and charter flights. During the summer of 1927, Frye made several goodwill flights to Phoenix and Tucson, assessing the need for aerial passenger and freight services. In September, Aero acquired a freight contract with the American Express Company, and Frye made his final survey flight on November 15. On November 28, 1927, Standard Air Lines began operations as Arizona’s first inter- and intrastate scheduled air carrier (www.geocities.com/nas51st/Jack-Frye.html). Standard Air Lines remained in business for about 30 months. Jack Frye, as well as being the founder of the company, was also a pilot of the line (see tables, below). Because of the Great Depression, Frye and his associates sold the airline to Western Air Express in March 1930. Concomitant with the sale, Frye joined Western Air Express on the Board of Directors and as Chief of Operations. Standard Air Lines began business as a three-times a week passenger and express service between Los Angeles, Phoenix and Tucson. The initial fleet (Figure 1) consisted of two Fokker airplanes (NC7713 and NC8011) and seven OX5-powered Eaglerock airplanes. Standard carried 61 passengers during it first month of operations in December 1927 (Aircraft Yearbook, 1928, p. 85). According to the register, only four of these passengers were recorded at Tucson that month. INSERT FIGURE 1 Initially, aircraft left Los Angeles on Monday, Wednesday and Friday at 10:00 AM Pacific Time (PT), arrived in Phoenix at 3:30 PM Mountain Time (MT), and at Tucson at 5:00 PM MT. For the return trip, aircraft left Tucson at 8:00 AM MT on Tuesday, Thursday and Saturday, arriving at Phoenix at 9:25 AM MT and Los Angeles at 1:30 PM PT. Passenger fares were, for Los Angeles to Phoenix $47.50; Los Angeles to Tucson $60.00; Phoenix to Tucson $12.50. Express rates per pound were, for Los Angeles to Phoenix Copyright, 2003 Page 3 of 15 Website: www.dmairfield.com Presented at the Conference of Historic Aviation Writers XI October 17-19, 2003 Oklahoma City, OK $1.30; Los Angeles to Tucson $1.60; Phoenix to Tucson $.50 (Aviation Yearbook, 1928 p. 85). Late in its life, Standard Air Lines extended its range to other cities. Its western terminus was Los Angeles, and it ultimately served Phoenix, Tucson, and Douglas, AZ, with El Paso, TX as its eastern terminus. Route mileages are in Table 1. On August 4, 1929, eight months before its demise, Standard Air Lines became the western link in an air-rail transcontinental schedule. Passengers traveled from New York to St. Louis by rail, connected with a Southwest Air Fast Express Ford Trimotor to Sweetwater, TX, then took an overnight train, “The Texan”, to El Paso. In El Paso, passengers connected with Standard Air Lines for Los Angeles. Under ideal conditions, the coast-to-coast voyage took 43 hours and 40 minutes, a savings of about 16 hours over the all-train routing. The airline was described in advertising brochures as “The Fair Weather Route”, with the pleasant desert terrain beneath used as a marketing point. Advertised flight duration from Los Angeles to El Paso was 8 hours and 45 minutes (this timing is used to calculate seat- miles, in the Results section, below). Table 1: Service Legs for “The Fair Weather Route” Leg Distance (Statute Miles/Nautical Miles) Los Angeles to Phoenix 373/324 Phoenix to Tucson 112/97 Tucson to Douglas 89/77 Douglas to El Paso 191/166 Total Miles 765/664 Aircraft Information The three aircraft considered in this paper are a Fokker Universal and two Super Universals. The Fokker Universal was certificated in June 1927 (A.T.C. #9). The pilot sat in an open cockpit forward of the wing’s leading edge. The 765 miles from Los Angeles to El Paso must have been a refreshing trip for the pilot. The enclosed cabin below and to the rear of the pilot held 4-6 passengers. It had a service ceiling of 12,000 feet and a cruise speed of 105 statute miles per hour (SMPH). They sold new at the factory in 1927 for $14,200 (Juptner, vol. 1, p. 33). The Super Universal was certificated in July 1928 (A.T.C. #52). The cockpit and cabin were enclosed, and there was room for seven passengers. It had a service ceiling of 18,000 feet and a cruise speed of 118 SMPH. They sold new at the factory in 1928 for $17,500 (Juptner, vol. 1, p. 137). Copyright, 2003 Page 4 of 15 Website: www.dmairfield.com Presented at the Conference of Historic Aviation Writers XI October 17-19, 2003 Oklahoma City, OK Analysis of Register Data NC3317 Fokker Universal NC3317 appears in the Field register 97 times between December 16, 1927 and March 4, 1930. Nine pilots, eight of them Standard Air Lines pilots, as shown in Table 2, flew it. Table 2: Pilots of NC3317 Pilot Name Number of Flights Inclusive Dates Willey, Lee 36 12/23/27-10/9/28 Russell, Hap 34 7/11/28-10/3/28 Widmer, Chas. E. 14 5/2/28-6/13/28 Richter, Paul E., Jr. 6 12/21/27-6/30/28 Brooks, Eddie 2 9/20/28-6/7/29 Smedley, Harry* 2 3/1/30-3/4/30 Kiley, Lee 1 12/16/27 Frye, Jack 1 12/28/27 Talbot, Jay 1 12/31/29 TOTAL FLIGHTS 97 *May not be a Standard Air Lines pilot.
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