Your great piece, “From highway to airway” in AOPA Pilot’s May issue brought back some treasured memories!
In 1956, or maybe 1957, Kaiser Aluminum sent me to Longview, Washington, to meet with Molt Taylor about Kaiser becoming involved with the Aerocar.
Oddly, I was the only pilot in the headquarters sales organization. At that time Kaiser Motors was still making its often times “thrilling” cars, the Fairchild Division was making airframe components, Kaiser Permante (the cement company, not the HMO!) was into the federal highway program, and, of course, Kaiser Aluminum and Kaiser Steel were significant world wide suppliers of metals!
I was told that Henry Kaiser had seen the Bob Cummings TV show and was attracted to the prospects of the Aerocar. He envisioned that the then-embrionic interstate program could easily lay a quarter mile of landing strips parallel to the highway every 10 miles or so. No IFR needed, with good luck!
The business plan was to sell the separable airfoil and prop assembly on a 10-year repayment plan, and sell the road-able component like a car; at that time, two or three years “to pay”. Molt Taylor had a four-passenger mock-up in his shop, but the two-place model seemed adequate. We envisioned a throng of WWII pilots who had to travel a big territory buying Aerocars! Remember, that was the era when a DC-7 was the “last word” in air travel. It used to take 7 or 8 hours for the Chicago to San Francisco junket, but the stewardesses were in their twenties so one could survive, somehow, if he had to!
Molt met me at the Portland Airport arrival gate in the car section, as I recall, and he let me drive to the part of the field where the wings were parked.The car section drove a lot like a Porsche in first gear; very “torquey”. Molt and I relatively effortlessly attached the wings, tail cone, and empanage. The takeoff was amazing. I recall a trim-tab-like control in the middle of the panel just below where the compass was mounted. It had a couple of pieces of masking tape on which were written: “Take-off” and “Fly Level”, and that’s just what the Aerocar did when the lever was moved.
Molt and I went to a drug store and he bought something his wife wanted, I guess. Maybe he just made the trip to show me that the car was usable around town. Back then there weren’t 500 shopping carts littering every strip center parking lot. I doubt if the Aerocar would fair any better than my Audi S-8 does against a shopping cart!
Those were heady times! I was a young MBA just turning 30. I and my peers felt that the world was our oyster. Anything was possible. Why not the Aerocar?
My Audi S-8 will cruise the interstates at 90 mph for six hours with the all-wheel drive sneering at rain drops, the Bose system hammering out Ornette Coleman harmonies, as I lounge in fully adjustable Italian leather seats caressed by a climate control system that even shunts off the odors from the occasional cattle feed lot.
I think I get it.
Paul “PR” Gerst
Newport Beach, California
Archive for June, 2009
How popular? How about 10 to 11 million hits per day! Murphy said that the numbers dropped to 8 to 9 million hits a day back in January through March 2009. Those were the gory days when the economy hit bottom.
But now the gore is turning to glory. The numbers are back up to their former heights. “We think it’s because more people are flying,” Murphy said. Maybe Jim Cramer should ADDS hits to his bag of technical insights.
What’s interesting about Vasquez’s analysis is that the variables seem pretty much ordinary for the inter-tropical convergence zone. CAPE (convective available potential energy–a measure of potential storm severity) values were nowhere near the values we see in midwestern storm complexes. Vasquez estimates cloud tops as being 56,000 feet, which is significant given AF 447’s cruise altitude of 35,000 feet. The worst turbulence may have come after the airplane exited a storm cell.
Data is sparse over the crash region, so Vasquez uses GOES-10 and Meteosat-9 satellite imagery to come up with likely scenarios. His verdict: turbulence was the culprit. But, as always, the jury is still out, and may never come in, unless those voice and data recorders are recovered. My guess is that this will be a landmark accident, in that live data-streaming from the cockpit to ground-based computers will make on-board CVRs and DVRs things of the past.
Deanna Flemings, the subject of our “Why We Fly” for the July 2009 issue of AOPA Flight Training, is a student pilot no longer. She passed her private pilot checkride just as the issue went to press. Deanna’s first passenger was her mom. Her stepdad, David Messina, is a pilot who has flown with her on many occasions. Deanna’s next two checkpoints: high school graduation and the U.S. Air Force Academy. Congratulations, Deanna!