Name that Flying Machine
I'm no petrol head but that could be a Mercedes/Benz?
with a Ford V-8 and several other Ford parts
Jelle has called open house:
An interesting article by Walter Boyne from Airline Pilot in 1987 sheds more light on the subject:
The McGaffey Aviate—was an effort to meet the American public's hope that flying an airplane could be as easy and inexpensive as driving a car.
Not only did the aviation public wish to have an airplane as easy to buy as an automobile (the rock bottom price on a Model T was only $295), the manufacturers of private aircraft were equally eager to have their products perceived as airborne automobiles, with equal utility and even greater social cachet. Piper, Taylorcraft, Aeronca, and others dolled their airplanes up with phony grills, wheels instead of sticks, and interiors as much like cars as possible. Even upscale aircraft like Loening Amphibians were decorated and spoken of in limousine terms.
The lust for the best of both possible worlds also resulted in several attempts to combine the two in one vehicle, as best exemplified by the Fulton Airphibian and Molt Taylor's jewel, the Aerocar.
This infectious passion overcame even the director of the U.S. Bureau of Air Commerce, Eugene L. Vidal, a very experienced pilot trained in the Army Air Service, with a strong background in commercial air transportation. In a fit of enthusiasm, Vidal called for a national competition for an aircraft that would be right down in the Oldsmobile price range: $700, FAPD (Fly-Away Pipe Dream). It was also to be "foolproof —an achievement that still eludes all manufacturers. Vidal probably knew that, while what he was asking for was unachievable, he was certain to reap a harvest of interest in aviation. The winner of the competition was the twin-boom pusher Stearman Hammond using a Menasco engine, but it was considerably over the target price.
A more realistic competitor was the McGaffey Airplane Development Company's neat little Aviate, which used a converted Ford V-8. Neil McGaffey built the airplane in Pasadena, and Vance Breese flight-tested it at Mines Field in Los Angeles.
The announced price on the Aviate was a mere $1625. McGaffey planned to sell the engine, nominally rated at 100 horsepower but more likely generating about 95, for $350. The pod-like cabin, which featured a 1935-Ford-style grill forward and twin booms aft, carried two people. I've been told that Claire Vance had a hand in the design, and the aircraft is similar in outline to his famous Bendix entry.
The announced performance for the Aviate was creditable, with a top speed of 115 miles per hour, a cruise of 100, and a landing speed of only 38. The 34-foot-span, fabric-covered wing was built of solid spruce spars and metal ribs, with the rest of the aircraft almost all metal. The automobile motif was carried further with the use of a standard automobile radio, Ford brake drums, and other smaller components.
The Aviate appeared in mid-1935, and was in existence at least through August 1938. It would be interesting to learn of its ultimate disposition. The little monoplane would make a good radio-controlled model. For the buffs, the darker sections in the picture are battleship grey and the lighter are ivory grey, all trimmed in "green—for McGaffey—green."
Capt. Charles Spencer (Pan Am) wrote to say that his father, Capt. C. C. Spencer (Pan Am, Ret.), was a partner in the design. The senior Spencer is still flying actively with the California Forest Service. Other automobile-engined aircraft during the period included the Fahlin Plymocoupe, with a six-banger Plymouth engine; the Ford Arrow; the Campbell F (a really sleek airplane); the Horace Keene Ace; and others; but none caught on. In recent years we've seen Volkswagen, Porsche, Buick, and other automobile engines successfully converted to aircraft use. Maybe the Aviate's time has come at last!
The McGaffey Aviate—was an effort to meet the American public's hope that flying an airplane could be as easy and inexpensive as driving a car.
Not only did the aviation public wish to have an airplane as easy to buy as an automobile (the rock bottom price on a Model T was only $295), the manufacturers of private aircraft were equally eager to have their products perceived as airborne automobiles, with equal utility and even greater social cachet. Piper, Taylorcraft, Aeronca, and others dolled their airplanes up with phony grills, wheels instead of sticks, and interiors as much like cars as possible. Even upscale aircraft like Loening Amphibians were decorated and spoken of in limousine terms.
The lust for the best of both possible worlds also resulted in several attempts to combine the two in one vehicle, as best exemplified by the Fulton Airphibian and Molt Taylor's jewel, the Aerocar.
This infectious passion overcame even the director of the U.S. Bureau of Air Commerce, Eugene L. Vidal, a very experienced pilot trained in the Army Air Service, with a strong background in commercial air transportation. In a fit of enthusiasm, Vidal called for a national competition for an aircraft that would be right down in the Oldsmobile price range: $700, FAPD (Fly-Away Pipe Dream). It was also to be "foolproof —an achievement that still eludes all manufacturers. Vidal probably knew that, while what he was asking for was unachievable, he was certain to reap a harvest of interest in aviation. The winner of the competition was the twin-boom pusher Stearman Hammond using a Menasco engine, but it was considerably over the target price.
A more realistic competitor was the McGaffey Airplane Development Company's neat little Aviate, which used a converted Ford V-8. Neil McGaffey built the airplane in Pasadena, and Vance Breese flight-tested it at Mines Field in Los Angeles.
The announced price on the Aviate was a mere $1625. McGaffey planned to sell the engine, nominally rated at 100 horsepower but more likely generating about 95, for $350. The pod-like cabin, which featured a 1935-Ford-style grill forward and twin booms aft, carried two people. I've been told that Claire Vance had a hand in the design, and the aircraft is similar in outline to his famous Bendix entry.
The announced performance for the Aviate was creditable, with a top speed of 115 miles per hour, a cruise of 100, and a landing speed of only 38. The 34-foot-span, fabric-covered wing was built of solid spruce spars and metal ribs, with the rest of the aircraft almost all metal. The automobile motif was carried further with the use of a standard automobile radio, Ford brake drums, and other smaller components.
The Aviate appeared in mid-1935, and was in existence at least through August 1938. It would be interesting to learn of its ultimate disposition. The little monoplane would make a good radio-controlled model. For the buffs, the darker sections in the picture are battleship grey and the lighter are ivory grey, all trimmed in "green—for McGaffey—green."
Capt. Charles Spencer (Pan Am) wrote to say that his father, Capt. C. C. Spencer (Pan Am, Ret.), was a partner in the design. The senior Spencer is still flying actively with the California Forest Service. Other automobile-engined aircraft during the period included the Fahlin Plymocoupe, with a six-banger Plymouth engine; the Ford Arrow; the Campbell F (a really sleek airplane); the Horace Keene Ace; and others; but none caught on. In recent years we've seen Volkswagen, Porsche, Buick, and other automobile engines successfully converted to aircraft use. Maybe the Aviate's time has come at last!
Last edited by Self loading bear; 19th Jan 2021 at 18:14.
I'm surprised there have been no takers. It's Donald Douglas' variation on his normal theme. The mid-wing DC-5 / R3-D. I've been trying to find a picture of the cabin. The spar carry-through must have really impacted the cabin space.
I was surprised to learn that one was captured and used on internal duties in Japan.
DC-5 in Japan
I was surprised to learn that one was captured and used on internal duties in Japan.
DC-5 in Japan
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It almost has more in common with the Havoc/Invader looks-wise than the DC series... Wonder if Ed Heinemann/Ted Smith had a hand in the design?
Standby chaps.
Sorry for the delay.
Is it in your study???
Not my study. Someone else's or perhaps a hangar with shelves? 
treadigraph,
Re your comment, you may be on the right track.
Re your comment, you may be on the right track.
The DC-5 was flown to Tachikawa Air Force Base, Japan by Huruo Odagiri. Test flown by Japanese Air Technical Intelligence Group. During the next two years the aircraft was extensively flight tested and the Japanese were particularly interested in the wing slots, dihedral tailplane and the relationship of the design to the Douglas A-20.
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So BMS suggests an electric powered aircraft. Vario and low Vne suggests motor glider and a single seat or tandem cockpit doesn't leave many options.
Not Stemme or Pipistrelle as they're side by side, so I'm guessing it's the SolarStratos high altitude project.
Not Stemme or Pipistrelle as they're side by side, so I'm guessing it's the SolarStratos high altitude project.
Hmmm....I wonder if it is a side by side aircraft. Seems to be too wide for a single seater looking at the width of the centre console.
Looking up “Carbonwacker” led me to their website with a pic of a Stemme S12 retrofitted fitted with Solar Panels.
However, as Mark says, the VNE is so low. Only 109, instead of the usual 140 or so.
Could that be something do do with the solar panels?
Looking up “Carbonwacker” led me to their website with a pic of a Stemme S12 retrofitted fitted with Solar Panels.
However, as Mark says, the VNE is so low. Only 109, instead of the usual 140 or so.
Could that be something do do with the solar panels?
I thought we did the cockpits on another thread...
However, Mark 1 has it - the Solar Stratos - a solar-power 25 m tandem two-seater:
https://www.solarstratos.com/en/
Mark has declared OH, so it's back to exterior photos, like the one above.
