Hagerstown: Remembering Our Aviation History

Welcome I'm Curtis Meyers. My interest in the history of Loek waving Asian began nearly 15 years ago with a small Fairchild airplane model. Little did I realize at the time that the research of this object would effectively change my life. The story I found just resting under the surface was one that inspired me a story of an unbroken lineage of airplane manufacturing that spanned nearly 70 years. But more importantly there was a story of a community and its people that had been profoundly molded and changed by the building of airplane. Hagerstown is truly a community blessed by its past. It is in the past that we shall go. On a journey of rediscovery a journey to remember our aviation heritage. Or. To.

Her eye. For eye. To.

Eye. And. A. A. Or is there. From there. You will. The first manned airplane flight by the Wright brothers in 1983

began the greatest movement of human transportation in history. No longer was men can find it is grounded domain but through proper formation earthly compounds such as wood metal and cloth could be combined and transformed into a machine capable of lifting the clouds and beyond. Scientists mathematicians engineers and everyday thinkers took up the task of making human flight safe and relevant. The scramble for the greatest fastest and far this flying airplane had begun a scramble that continues to this day. Giuseppe Balatka was one of these early pioneers from Italy. He had emigrated to the United States in 1911 and founded a pilot training school in 1916. He was offered a job by the Maryland prestige

company of Hagerstown Maryland to design and build this company's first airplane. Given the title of consulting engineer of the aircraft division in early 1960s Balatka took up residence in a one room apartment owned by Judge John Hewitt on West Washington Street. During World War One Maryland press steel company was a major supplier of guns mines and ammunition to the Allied powers of Great Britain and France and was anxious to break into the fast growing aviation industry. Marilyn pressed steel factory still stands here on Pope Avenue on the south side of Hagerstown. The former pope bicycle an automobile factory was taken over 1915 by the Maryland pressed steel company. It was here that the first Balatka

airplane was completed in September of 1916 giving this building unique distinction of being Hagar's town's very first airplane factory. The first plane was fitted with a 35 horsepower three cylinder and Zanny aircraft engine and had a wingspan of 26 feet and weighed 400 pounds. Given the designation of CD it was rolled out to Dobb's meadow just south of downtown Hagerstown. And today the site of the South Hagerstown high school where it was piloted by belonga on its maiden flight. The first flight was successful with the airplane achieving a top speed of 70 miles per hour. The Blancas cd however had been designed and produced with some haste and never went into production. Both his designer and financial backer desired something greater before the CDs completion work had begun on the model seen. This airplane was a near complete departure from

its predecessor and was fully designed over the next two years completed in early 1919. It sported improvements in horsepower and flight control and differed considerably in overall appearance fitted with an improved six cylinder 45 horsepower and Zanny engine capable of 102 miles per hour. It took to the air and was able to climb on unheard of 780 feet in the first minute flown by Hagerstown native and former Army Aviation Corps test pilot Paul Stonebraker. He wasted no time in showing its makers that it was a truly revolutionary aeroplane. He reacted so well that when Stonebraker pushed the throttle to fool the airplane easily broke its estimated top speed of 102 miles per hour with initial testing of the airplane done. The sea was flown to several air shows and meets to get the opinion of potential purchasers an aggressive advertising campaign was launched

to increase public awareness of the company's new product with ads being placed in a nationally distributed magazine and in regional newspapers the advertising showed a flair not typical of the day. They had an overriding theme of the fanciful with catchy slogans like the tales and tells the tale. The machine will eventually fly and built like a gun and His Grace was gone. The first cell of the Bulaga C came in early 1919 but the end of World War One. A few months earlier it meant the cancellation of military contracts from Maryland press deal. To Balatka airplanes had been fully produced here by the end of 1920. Less than two years later the company was bankrupt. However does any bollockings career was not to end here. His time in Hagerstown was to be the decisive starting line to a brilliant and

inventive career. The monumental role that he would play and the progress of aviation had yet to be written. But it would be written elsewhere. It was in 1921 that Lou Reasoner a former employee of Giuseppe Blanca at Maryland press Steele founded the reasoner Aero Service the company had been formed to do general repair work on aircraft as well as rebuild and sell the surplus airplanes Reasoner also had a desire to expand into selling new airplanes and for several years attempted to become the regional distributor for the wako aircraft company lacking the financial capital necessary. He partnered with local shoe manufacturer Ahmann Kryder in 1925 to form Kryder Reasoner aircraft company

Crowder's family owned the Hagerstown shoe and legging company and several other shoe factories in Maryland and Pennsylvania. Originally from Anvik Pennsylvania just outside of Lebanon Kryder became the president of the new company while working in the family business. He had continued on in the production of shoes but was a man caught up in the thrill of aviation and was continuously corresponding with aircraft manufacturers even before he had acquired his license. In 1923 August 9th 1923 McNamee electoral college would like to know whether you have any archive. All right. Dear Sir. Replying to your request for advice. Let me know what's true. After 60 miles per hour per hour.

I like to know the park compared with the Ford Casterley Kryder joining with Lou reasoner. The two had a mutual desire to make a mark in the aviation industry. Kiters contribution to the venture beyond simply capital was a flare. As a public relations man his love of flight was evident in his appearance and mirrored by his desire to be photographed in flying attire. Although Crider was happiest when he was in the air his skills went much farther than simply aviation. He was an astute and a successful businessman. Both. Crider and raised our wasted little time in going after their dreams. Apart from securing the distribution of the wako biplane it began dabbling in the marketing of their own inventions. They began designing an airplane to enter into the 1926 national air races being held in Philadelphia Reasoner had some experience in designing

aircraft with his first being built in his basement while still in high school. But they also called on a friend Frederick Siler to lend his expertise what they devised was a small mono plane powered by a Wright Morehouse engine which they appropriately called the midget The smallest among the contenders. Only 15 feet long it flew to victory with an average speed of ninety four point five miles per hour. It won the scientific american Trophy race outright and the midget went on to perform in two other races winning one and coming in second in the other. There was however another Hagerstown built airplane contending against the midget Charles Myers a good friend of both Kryder and reasoners used the facilities in Hagerstown to build his small racer called the Myer's midget. This airplane was a biplane fitted with a right Morehouse engine. Fortune did not shine on the Myer's midget and it was damaged on takeoff and forced out of the race. The success in the

midget however created an opportunity for Kryder reason to capitalize on the publicity which their win achieved. If they could design an airplane that could be sold to the masses at a reasonable price. There was no telling how successful they could be under the direction of Frederick Siler. They designed a two place biplane with a war surplus Curtis 0 6 5 engine the C1 challenger as it was dubbed first flew in May of 1927. From a small airfield near the company's workshop a few weeks later the C-1 began its tour of the eastern United States stopping at airfields and allowing pilots to fly the new machine and critique its performance in handling the result of this tour gave birth of the production version to Challenger which emerged from its paper blueprint in July 1927. It was capable of 102 miles per hour with a rate of climb of 548 feet per minute along with offering the sport plane

enthusiast such great performance. It also was available at the very affordable price of thirty one hundred dollars. Acceptance of the challenge your biplane was quick and production began in August of 1927 and a group of buildings here on the 800 block of Pennsylvania Avenue. There was a brick building that had formerly been used for the tending of milk cans. Other buildings including this one were used by Kryder Reasoner for the fabric covering of wings and fuselages. That which served as the office had been formerly Woods garage a distributor of automobiles. In this two story brick building. The challenger airplanes were designed and the everyday marketing decisions were devised. By the end of 1927 11 challenger airplanes have been produced and sold. The demand had continued to increase due to aggressive advertising in national aviation publications and by successes in air races throughout the country.

October 3rd I feel a man of great fondness for wanting no prospects. Just. I appreciate it if you send me a supply of literature I'll take care cordially. How. By 1928. Production had increased to 111 planes and each one were produced in the patchwork of buildings serving as the Kryder Reasoner factory. The company quickly realized that its runway was inadequate for quantity production and a plot of land was purchased adjacent around 11 near the Pennsylvania line. A hangar was erected where the planes would be towed and wings attached. The airplanes would then be test flown and approved for sale. The company's ability to create airplanes on such scale did not go unnoticed by the industry and Kryder Reasoner was heralded by many as having one of the most

successfully run organizations its ability to create aircraft with such speed but without losing quality it was no less than phenomenal considering the factory setting in which they worked. Successive introductions of greater horsepower and aircraft continued throughout 1928 and Kryder Reasoner challenger biplanes became one of the most popular private owner aircraft the late 1920s. Throughout this time the company had continued to tow airplanes North of the airstrip. But the Kryder Reasoner airstrip was beginning to evolve into a life of its own. The flying community of the late 1920s was a small one and landing strips and refueling stations were scarce. Hagerstown Hoffert a very early stop for flyers as well as a place to look over a new line of airplanes. In 1928 the company designed a 33000 square foot building and began an aggressive campaign to raise money for its construction. Crider who own more than

half of the company's stock had the most to lose on a gain. He tried every imaginable way to raise money for this much needed expansion including speaking at local clubs and organizations and organizing local wealthy families to invest only modestly successful. He was unable to raise enough money undergo construction. KRYDER began to converse with Sherman Fairchild in late 1928 concerning a possible merger. Fairchild and Crider were well aware of each other's achievements and had great respect for one another. Fairchild was also in the airplane business and had been very successful at the design and building of commercial and cargo aircraft. He had first made his mark in the design of aerial cameras and had by 9029 created one of the first aviation empires. Under the Fairchild umbrella. It was the original camera

company an aerial survey company several passenger airlines and most significantly the Fairchild aviation corporation which had in 1928 produced more aircraft than any other airplane manufacturer. Fairchild was now attempting to break into the private owners sport playing market with his own designs but with little success. If Sherman could not break into the private aircraft market he would buy his way in. In March 1929 Fairchild purchased a controlling interest in Kryder Reasoner with the investment of capital from Fairchild. The plans for expansion at Kryder reasoning were given a green light. Fairchild had acquired a controlling interest in the company but wanted it run as a subsidiary and separately from his other holdings. Ahman Kryder would remain as president Lew reasoners vice president and Fred Siler as vice president and chief engineer the official

announcement was made at the second all American aircraft show in Detroit airplanes were flown to Detroit for the initial kickoff including the newly introduced Kryder reasoners C6. The prospects for Kryder reasoner and for Hagerstown never appeared brighter. On April 13th. Four days after the initial announcement Ahman Crider took off from the Detroit Ford Airport for a short ride. Approximately a minute later another plane took off and verged directly in the path of Kryder killing both men. KRYDER was flown home and buried in his hometown of Pennsylvania. The funeral held for him included a farewell salute by three Kryder Reasoner airplanes. John Squires formerly an executive of Chrysler motor car company was hired by the Fairchild board as the new president of Kryder reasoner. But just as the new

president was getting comfortable in his position the financial situation in the United States was rocked by the stock market crash of October 29 1929. The anticipated increase from the new facility of 10 aircraft a week was never realized the Kryder reason her company quickly went from a workforce of 300 down to 15 to 20 and finished airplanes sat outside a waiting purchaser's many of which no longer had money for food let alone an airplane. The Great Depression wreaked havoc on almost every individual one company throughout the US and Sherman Fairchild was not spared from this. In 1929 he had combined his companies with the aviation Corporation a stock holding company. He did so with the hope of offering money for expansion. But by early 1931 he had effectively lost direct control of the greatest majority of his holdings.

Sherman Fairchild decided it was time to pull out. He knew that to do so would be detrimental to both the companies he had founded as well as his personal wealth. But all indications pointed toward even greater business disparity in the future. Extracting what he could while he could seem the best course of action last was the Fairchild aviation corporation Ranger engine division camera Corp. an aerial survey company. He was left with was his controlling interest in Kryder Reasoner although counted as one of the holdings of the aviation Corp. chairman had kept majority stock in K.R. which in this instance allowed him a chance to start over within a year. The newly founded Fairchild aircraft company and its Kryder Reasoner aircraft division of Hagerstown introduced its first airplane the Fairchild 22 an open cockpit high wing monoplane quickly gained a foothold as a high quality inexpensive sport plane.

Although times remain quite lean. Sherman Fairchild was able to purchase back the Ranger engine division in the early 1930s and slowly rebuilt his empire. In time control of most all of his former companies was regained. But the Center for aircraft manufacturing was never to be shifted back to New York but was to remain in the community that it offered escape and rebirth the community of Hagerstown in. The early years of the depression had forced the closure of the old Kryder Wiesner airstrip in North Hagerstown. It had fallen into disrepair when it was taken over by native son Richard Hanson in 1931. Dick as he liked to be called convinced several of his friends to buy a stake in a Kryder Reasoner 31 by plane. He founded the Hensen flying service the same year

and built a small white and green building. The house's center of operations. With the field reopened and Fairchild beginning to expand. Dickinson was asked by Sherman Fairchild if you would have an interest in test flying the new F-22. Or. The dick later claimed he had absolutely no idea what the job entailed. There was no way he was going to pass on such an amazing opportunity. Although the depression of the early 1930s offered little growth. Fairchild continued to build and improve upon the F-22. In 1933 when new closed Cabane F24 was introduced and was quickly heralded as the Cadillac of small private airplanes. It offered leather upholstery. Carpet and a Birdwood dash as well as other opulent amenities which distinguished Fairchild as the leader in the upper scale a private plane marketplace.

Mid-1930s the company seemed content on winning back its innovative reputation and indeed it was a time of experimentation and several revolutionary designs. They were asked by the army in 1933 to develop a large single engine airplane specifically for cargo hauling. Alfred Gassner chief engineer at Fairchild designed a cloth covered airplane with a high wing the sea 31 as it became known was a revolutionary design from the aspect of its cargo hauling capability. It could be easily loaded by backing a truck up to the large side doors and have a spacious flat bed in the interior which allowed for efficient packing of cargo from front to back. The model C

31 cargo transport was first flown in September of 1934 although it was formally evaluated by the military over the next year. Only the prototype was ever made. The model 45 came out in 1935 and was quickly dubbed the sedan of the year. It was a five place plane which lived up to Fairchilds populace. Equally important during the mid-1930s was the contract to design and build for Pan American Airways. A single engine amphibian aircraft to be used in the Amazon regions of South America Pan-Am had originally given an order for six of the aircraft but ended up only purchasing two. The others were sold to corporations and individuals. One of the airplanes designated the Kohno saw service with an explorer Richard Archibald in the uncharted regions of New Guinea. Another famous boat designer and philanthropist Garwood.

Yet another extraordinary airplane of the mid-1930s was the Fairchild 46. This airplane was one of the most revolutionary aircraft of the day and served as a test bed for the process devised by Fairchild engineer Virginie's Clark. This airplane was actually made of molded plywood and plastic it was molded into two halves with each being placed in a specially constructed oven and at very high temperatures bonded together to make a composite of wood and plastic patented by the company. The rights for large aircraft were eventually sold to Howard Hughes for the building of the Spruce Goose. The aircraft data from the community of Hagerstown in the late 1930s was one of technological advancement in progress. Even though they were not yet the largest employer in town their impact was being felt for the diversity of people being drawn here to work broadening and changing the very

fabric and faith of the community. Dickenson's Flying Service was experiencing considerable growth. In a large brick hangar was erected in 1938. Henson found himself managing the daily operations of an expanding airport and flying service as well as working full time as test pilot for Fairchild. By the late 1930s sales of F-22 and 2004's began to slowly creep upward but it became obvious to Fairchild management that the true money in aviation lay in military contracts in 1938

Fairchild engineering under the direction of Armond began to design an aircraft for military training purposes. Realizing that the existing frontline fighter aircraft Romano plans and that all training planes at that time were biplanes it was believed that an opportunity existed to convert the entire fleet of trainers blood began to develop a low wing monoplane with a cloth covered steel frame. The plane had two seats with a metal structured plate glass windshield for both student and instructor. And how's the Fairchild designed and built Ranger inline 6 engine in the summer of 1939 to Fairchild m 62. Trainers were entered in the competition at rightfield the US Army Air Corps testing facility in Dayton Ohio. Chief Fairchild test pilot Dick Hensen took the plane through its paces and came away with a contract for 270 and 62. Dick had proved the worth of this

little plane and both the Army and Navy were convinced of its merits. Throughout 1940 and 41 years for the 62 which had been newly designated the team continued to flow in from the U.S. military as well as allied militaries already had more civilian training organizations inside and out of the U.S. were placing orders for this much needed aircraft training as increased factory space was being planned. The US was attacked Pearl Harbor December 7th 1941 and almost overnight the desired amount of 19 trainers increased showed. It was estimated that to handle the desired workload it now required by the military the factory would need to see a 3500 percent increase from just prior to Pearl Harbor. This meant not only seriously increased factory space but also a tremendous amount of added workers all of which needed training.

And all of which meant time. The beginning of World War Two was an awakening for much of the population of Hagerstown. For many it meant a switch from an agrarian life to one more urban for men of military age enlistment to fight overseas was seemingly inevitable. And for others life as factory workers appeared every bit as likely. For those wanting to do their bit for the old USA Hagerstown offered only a few choices. Being predominantly a farming community the obvious choice for many was to help bolster the nation's food supply by working on the farm. Although a task highly noble and one desperately needed during times of war it offered few accolades and for most came second when compared to building weapons for national defense. With the outbreak of war in late 1941 Fairchild and the 18:19 were suddenly hurled into national and

international prominence. And if not only by association. Hagerstown as well. Although a city of considerable industrial capability it had remained throughout the 1930s a rather sleepy one of only 32000 people. Several highly successful businesses which made up the bulk of the economy were home grown and took pride in their association with the community among its most famous were the smaller pipe organ company brand cabinet works Hagerstown leather company Statten furniture manufacturing company and Pangborn as well. Hagerstown had a vibrant railroad life and served as a major hub for the Western Maryland Baltimore and Ohio and Pennsylvania railroads. The airport had continued to grow under the direction of Dickinson throughout the 1930s and early 40s. At the beginning of World War Two the Hensen flying service found itself uniquely suited through its pilot training to

aid in national defense. Henson was awarded one of initially very few contracts to house and train pilots dubbed Hensen ensigns. These cadets stayed in a specially constructed barracks built near the brig terminal. At the beginning of the war. Fairchild found himself facing a dilemma to expand the factory to the size required would take time in excess of that. With the military allow an equally Fairchild primary training planes were those first needed to begin to teach potential pilots to fly. The company's only option if it wished to supply aircraft to the military on a timely manner was to devise a host of subcontractors who would manufacture parts components and sections of aircraft. Apart from the main plant the Hagerstown system as it became known employed businesses throughout the city to manufacture parts and components which were in many ways related to the type of skills

each had the smaller pipe organ company which was officially the largest pipe organ manufacturer in the country had by nature of their business skilled woodworkers. In February 1942 the US government officially asked Mulder to halt production on organs and immediately convert to the production of wooden wings and center sections for the Fairchild 18:19. Within one year Mulder had produced with an average of twelve hundred workers 3400 wooden wings and over 2000 center sections. By wars end wings and center sections for over five thousand aircraft had been completed. Hagerstown furniture manufacturers also found themselves employed in the task of producing parts for war. The brand cabinet works Beachley furniture company and Statten furniture manufacturing company had before the war had been major

producers of both reproduction wood furniture and upholstered chairs. Each were asked to cease production of these non-vital goods and convert to the production of wooden parts and sections for the Fairchild 18:19 Statten Beachley which had experience in upholstering chairs also aided in the placement of the cloth covering over certain parts while brand concentrated both on wooden fabrication as well as the welding of aluminum sections for both Fairchild and fellow Maryland aircraft manufacturer Glen L. Martin Brandt was also contracted by the U.S. Navy directly to reduce Grumman Wildcat fighter aircraft mockups. These were to be used for training purposes and specifically for naval carrier deck crews involved in the creation of Fairchild's airplanes. It was nearly every machine shop throughout Hagerstown. Each were assigned specific parts to be fabricated with each needing boring drilling tapping or splicing such businesses as

Fultz manufacturing and supply company Kauffmann manufacturing and supply company. Maryland machine and foundry works and the Michale corporation each were assigned specific parts to be made for Fairchild. By far the largest participant in the Hagerstown system was Fairchild itself apart from manufacturing primary training planes for the Army and Navy. Fairchild also produced the 18:21 advanced gunnery trainer and the sea 61 utility cargo airplane from 1941 to 44. Fairchild produced approximately twelve hundred nineteen trainers each year the 21 other developed in Hagerstown and the first few constructed here was manufactured at the Fairchild plant in Burlington North Carolina. This aircraft was built with parts manufactured under the Hagerstown system and shipped south for final assembly. In total 166 of these aircraft were completed and used by the Army Air Force employment at Fairchild was 200 workers in

1939 and within three years and had risen to 3500 and by 1943 no less than eight thousand employees worked in 25 different plants throughout the city. Fairchild itself served as a subcontractor for the Glen Martin company in Baltimore. The manufacturer of the wings for the all metal pgm 3C seaplane and the model 187 were fabricated by Fairchild employees in the same building that housed the world's largest poultry show located in the Hagerstown fairgrounds. Some components for the wings were sent to Hagerstown from the Martin factory but still others were manufactured under the direction of the Hagerstown system. The airport also served as port of entry and exit of Hagerstown system built aircraft. It was abuzz with airplanes taxiing taking off and landing the ferrying of teens and C-16 ones kept the landing strip and the community surrounding it roaring with sound.

Laughs and wasps of the Women's Auxiliary flying service and Women's Army Service Pilots organizations transported the finished airplanes the necessary ports or military training bases. Dignitaries such as movie stars and high ranking military personnel frequently flew into Hagerstown during the war either to check out production or just move to another destination or simply to keep the morale up toward winning the war for Uncle Sam. At its height the Hagerstown system involved 15 separate independent industries scattered throughout the entire city. Each industry had its own individual subcontracted parts components or sections of the aircraft for which they were responsible for casting machining or assembling. An entire fleet of trucks. Most driven by women were employed to move one part or

section onto the next location. Some parts would be shipped to other plants or to other subcontractors. Still others would be transported back to the main plant for final assembly. All transportation from one location to the next was managed and arranged by Fairchild. Essentially the company viewed Hagerstown as one gigantic factory rather than individual buildings dispersed in many cases miles from one another. The employment of Hagar's towns businesses and the production of 19 parts and components is only a fraction of a Hagerstown system. The need for increased factory space forced Fairchild to lease available buildings throughout the city. An entire network of factories were least and vacant buildings and unneeded storage facilities converted into factory floors 25 different locations were utilized for the purpose of aircraft production. During the first full year of the war. In total one million square feet of space was used throughout

Hagerstown with the primary goal of producing more teams. Sound system became much more than simply a means to an end. What it did was create an atmosphere of community which never before could have been imagined the mutual cause to which everyone was working focused on production for war and more specifically than any other community production of one particular product for the Fairchild 18:19 became the icon of Hagar's town's war effort. It came to symbolize the sweat and labor of a single community and its fight for the preservation of land and liberty. It was at the height of the war. In 1943. That Fairchild's production of. Teams began to start winding down.

One thing which had become painstakingly clear in the first two years of the war was the lack of need for airplanes which could carry munitions and supplies. Never before had a war like this one been fought. And never before had the airplane played such a pivotal role as a supplier to troops on the front line. The military found it necessary to convert DC 3 aircraft and other airplanes initially designed for commercial passenger purposes to cargo haulers. Needless to say they were not optimum for the task. But lacking any other they did the job albeit efficiently. He admitted 1943 Fairchild was prompted by the Army Air Force to finalize a basic design for large cargo hauling aircraft. Chief Engineer Armond Tablo had already begun work on the design of this type which would utilize a large central fuselage and have twin tail booms attached to each wing. Work on the 78 military freighter began late

in 1941 to the Army Air Force's initial criteria. The extremities of the war and Fairchild's then current obligations for production of the 18:19 and several other times made work on the prototype limited late in 1942 the army procured funding for one prototype to be assembled under the restrictions and condition that it be made of non-vital materials. Wood was chosen as the material to be used but this restriction was removed. MIT assembly although several of the parts were still made under the Fairchild patented thermal process. The aircraft produced under the basic T-Bo design became a twin engine high wing machine suitable for small tanks and most Army munitions and ordinance. The first flight took place on the 11th of September 1944 by chief test pilot dickhead's. The Army Air Force was in such a great need for this airplane that it did something unheard of. It

gave Fairchild an order for 100 even before its first flight. They wanted them as soon as possible. A twin tail boom design allowed for easy access to the cargo bay which had clamshell doors opening outward allowing for completely unobstructed loading and unloading. It was also designed for the dropping of cargo supplies while in flight and its rear clamshell doors could be removed so that supplies could be slid out of the rear of the cargo bay. With the aid of an attached parachute. Beyond his capabilities as a cargo. It also was designed for towing gliders and in fact could pool two at one time. Used extensively during the Second World War. Gliders were not the last. And this feature outside of military testing was never used in combat. But one thing the city to very. Was its ability as a troop transport it could carry 42 combat ready paratroopers and in times of evacuation accommodate 34 stretchers

during the last half of 1944. The aircraft was fully tested and any adjustments or modifications were made to the production models. By August of 1945 C.A.T. tu's began to roll off the assembly line in quantity production and the Army's new cargo aircraft went into service immediately. Built. To carry out tremendous cargo supplies loaded. Through rear doors. This transport plane is designed to transfer of vital military right from production line. To. Takes off easily lifting after a great. Great specially designed transports like

this. One answer to the pressing problem of. The aircraft was initially accepted with great enthusiasm and plans were made by the military to begin a second line of production under North American Aviation at their Dallas Texas facility. North American was given an order for 792 C.A.T. 2s and the production line was begun. However only three airplanes have been completed by the time the contract was cancelled with the surrender of Japan in late 1945. Fairchild's contract for the CB2 was scaled down and they eventually produced 220 of the flying boxcars with the last being delivered in September 1948. With all the success Fairchild had with the S.A.T. too they had throughout its production also been working on building a replacement for the 19 designer and creator of

19. Armand Tablo was the obvious person and Fairchild the obvious company for the military to look to for the next generation of primary trainers with no intention of losing this distinction. Tablo began a basic design in early 1945. This airplane had an all metal skin and was a low wing mono plane. Late that same year Fairchild was given the green light by the military to develop three examples of the model 92 primary trainer throughout the immediate post-war years. Fairchild and the military put the planes through extensive testing but production of the model 92 which became better known by its navy designation. The x and Q One was never to be both political funding and military and decisiveness impaired and paralyzed the project. It was never produced Fairchild's effect on everyday life in Hagerstown mirrored the success of a 19 and seeing as Fairchild grew

so did the community bringing in fresh faces and diversification from afar. The airport also benefited tremendously as the home of Fairchild aircraft flying service dealt with daily operations offered service and repair and airplane fuel. More and more airplanes en route to other destinations began stopping in Hagerstown and life in and around the airport was. In late 1947 the CD too was nearing the end of its production

run and Fairchild began designing its successor. Although the design of the C.A.T. to prove successful Fairchild had rushed its design along due to the urgent need and time restraints of. The airplane that now took shape in the fall of 1948 had the same general appearance but had several important changes making it much more user friendly. On the C.A.T. to the cockpit had been placed above the cargo area which made visibility for the pilot very difficult. But on the newly designed to see one 19 day the cockpit was moved down and forward eliminating the large bulbous nose of its predecessor. The new airplane was also fitted with 2000 650 horsepower engines which offered 550 horsepower more than the somewhat underpowered CB2. Such enhancement and especially the increased engine size allowed for greater cargo hauling

capability and decrease the length of runway required for takeoff. Production of the sea 119 began in early 1949 and deliveries in December of that year. The CD too. And then its successor the C1 19 placed Fairchild and its home of Hagerstown at the center of military aircraft production. The atmosphere of community which was so pivotal during the Second World War was still alive and well throughout the late 1940s and 50s. The company in fact prided itself on its association with such a small and closely knit community. Fairchild's sponsored activities such as baseball softball and basketball as well as bowling leagues added to a sense of corporate community and promoted comradeship between workers on a social level picnics and corporate gatherings were also held which mingled company executives with line workers.

By the early 1950s the company payroll had reached an impressive 10000 employees. The C1 19 which had been in service for only a year or two was performing well in the Korean conflict. And Fairchild continued to produce them as quickly as possible. The C1 19 affectionate name of the flying box car became synonymous with Hagerstown and quickly became known and in use on all corners of the earth production at Fairchild. Now more than ever to find life around Hagerstown and everyone knew at least a handful of people that punched the time clock down at the boxcar plant. Hagerstown natives the early 1950s was one of considerable pride.

It seemed that the sound of radio engines was one that was always above and then inevitable glance skyward which followed expectantly revealed the silhouette of the lumbering twin tailed giant. For many the sound verging on paternal pride and that motherly sense of accomplishment that accompanies any great achievement borne of hard work and sacrifice. Hagerstown was also the birthplace of many other unique aircraft designs during the 1950s. Fairchild experimented with a packed plane which used the well known twin tail design but had a cargo pod or pack which could be easily removed the X-C 120 allowed for the easy pickup and delivery of materials and cargo without the need for the airplane to remain idle during the unloading and loading process. The pod could be detached and the new one replaced within a matter of minutes rather than hours for regular airplanes. Another Fairchild airplane which was novel for its design was the sea 119

H. The plane had a normal C 19 fuselage but had attached to it extended wings. The design allowed for greater lengths of flight with increased capacity for fuel. It's one drawback was that it allowed for no greater increase in cargo space. Only one of the airplanes was produced and tested by the military although no contract for its production resulted. And this is one of the plants that is concerned here tonight. The trial corporation at Hagerstown. Proper Name is trying out an aircraft company. This is a quiet little town in Maryland where they make an airplane that.

Becoming better and better known around the world. In 1920 a man named Fairchild formed an aerial camera company. And he set up a company to make a plane good enough to take the pictures and fly and use the camera that he made. And by 1939. Well the Fairchild Cranor won air an Air Corps accolade and. Much better way of a lot of money. Finally. It came up with this. That's the flying boxcar. Kind of a workhorse career. But. Instead of Mike about it here's a man who knows all about. You. Ladies and gentlemen. This is Mr. Beutel the president of the fair trial corporation. Announcer. While. A. While back.

I think they got the thing upside down. Oh we don't need it cause we got one here. This is the newest. Your This is on paper is on. You missed it. Hope. What. What you got is is a freight car with weight. It's not about Leinbach. And. It's not. Just right that you carry in it. There are. Paratroop inherent to say other people and it is very. Quick. And it's been doing a whale of a job in Korea. We're quite proud of the work is done. What is it designed particularly for that you call the police. Out there. Well yes and no it was originally designed of course for the paratroopers to carry our and such as cannon.

Small tank. Truck. Amphibious. Tanks. And very heavy equipment of course some fire from the air. And you can barely do anything that's right almost. And these are the ones that the Air Force is using now are two engines. That's right. And this is on the board did a four inch four engine version. Which will carry out a great deal more. Care and more care Father and of course you have that four engine safety to the air. Is this the one that's got a detachable pod. No. Now. That is known as the C 120. We've only got one I think the most spectacular job that this airplane didn't career was carrying the bridge. Drop. I'll. All gone the story of building a bridge in an airplane. Mr. Beutel you have been long periods in this business as a regulator of the airplane industry as well. The flying industry as well as an official of the

manufacturing and. What's the future on this thing on this plane of yours after the war. Is that a thing that. We as civilians are going to use. Well I think this airplane or an airplane. Similar to this is going to play a great part. Those segments of our world that don't have the highways and the railroad facilities in this country. Where do you get your help from. Well about 85 percent of our help comes from about 20 miles. Around Hagerstown from the farm. They work far and folks are on their way. Well we had Hagerstown is quite a nice to first but industry it's a three year. Old Oregon furniture. A lot of good. Why did you pick. Why did your company picnic. Well that was before my time and I think it was due to the fact that two young men there started to build an airplane. And it later on developed into how. You. Originally some of these ships of yours were made of wood were they not true.

Well no they are the first contract what we call the C 82 with contractible three wouldn't there. But as we progressed the wood became more difficult again. And it finally ended up being an all metal. Is. Just. As I as I look at this and think about what what you've done in Korea. What's the lesson you or the manufacturer have learned from the use of this thing by the by the army by the Air Force in Korea. Well the biggest lesson that we've learned that. The airplane receives rough treatment and we've got the ability to withstand. A country. It's one they just really kick around. And in the forward air and and if they actually handled it like a real one out of the box. That's a very interesting story. I'm glad you came to come back to bite the man here later. I want you to meet Scott. Beyond production and experimentation at Fairchild. Several local concerns took

up the task of creating their own unique airplane designs. The most notable pioneer in an entirely revolutionary design was Willard Custers a self-taught engineer and inventor. He had devised a way of creating lift by forcing air through a channel type plane. His first design and Patton was as early as 1928 but the first airplane utilizing this new design was not complete. Into the late 1930s the potential that it held. Intrigued the army enough in the 1940s that an example was given to them for testing. Although successful in creating lift Kuster began to compare his machine to the helicopter which the Army had already bet heavily on. But Willard Custer was not a man to give up without a fight. He continued to revise and enhance his design throughout the 1940s and 50s. He was resolute in the correctness of his overall design and wrote a rollercoaster of successes and failures up into the 1960s. There were times when it

seemed like production was only moments away and others where everything including a sceptical industry was bearing down on him doubting the viability of what he had created. But throughout Kuster continued to promote his design but without being wholly successful in his bid to change the very founding principles of flight. The Kuster design also spurred on another Hagerstown based company to create an airplane with a licensed channel wing the Funchal aircraft corporation was formed in 1959 with the intention of creating a two passenger private owner airplane. It was for seeing that this airplane would take on much of the same responsibilities as a car low estimated landing speeds made possible by the Kuster channel design would allow for the use of very limited landing strips that could be built almost anywhere. The president of Hagerstown based Victor products corporation Justin Funkhouser and local photographer Frank Kelly served as both the company's inspiration as well as

chairman and presidents. The design beyond simply conception was finalized and built by the creator of the Taylor club which became the Piper Cub. C.G. Taylor designed the prototype throughout 1960 to 62 but it seemed that money was always tight for the company. The prototype was completed so the taxi test commenced but the airplane never went into production. Another design which had much the same goal is Funchal in providing an aircraft which could be used by the masses. It was a product of the humble aircraft corporation Reymond humble a world war II pilot and owner of the umbel agricultural chemical company designed the 8400 gyro to be used by his traveling salesman. This company had originated in Ocala Florida but seeking manufacturing facilities in the late 1950s had contracted with Fairchild to build the machine in Hagerstown flight testing around the airport led to several tail design changes. In an attempt to make the gyro more

stable a little over a year after moving the Hagerstown ball was on the move again with only a handful of machines produced. The company was faced with the difficulty of convincing potential customers of the safety and practicality of the Ambala 18. The chase aircraft company of Trenton New Jersey had designed a cargo aircraft which can be fitted with either for jet engines or to radio engines. It had a conventional fuselage and large rear door. Chase however which had only produced gliders was a small concern. Owned by Henry Kaiser. The US military was impressed by the design of the plane but it did not have faith that the small organization had the capability to produce the machine in quantity with Fairchild looking for a new design and with them having experience in the manufacture of cargo aircraft the contract to build the chase. See 1:23 was given to Fairchild in June of 1953.

The first production C 123 rode out of the factory in Hagerstown in July 1954 and in total 303 aircraft were produced by the end of the contract in 1958. DICKINSON of course to all of aviation lovers is certainly not to know where the it is anyway. Yes I have. That's right nice of you to say that I've been here 25 years and know everything. I don't know what an airplane deal I mean when you get up here to Yosemite you really get sunburned inside out. Well we drive the way that we get along. Basically you wait to go out I get to you personally take it up pretty good. We had a 10 pilots but

I do want to prototype work with my project for all the rage right that's. This aircraft is going to stop and wait on it. A short while ago and Downbound overload you can either take off and outstanding. I would think that regardless of the Rivers's thing is made for ground or real or flying. That's correct. That's correct. Rough terrain. It doesn't matter what got about it when you put it there but not a military digger 60000 is normal. That's normal. How long can you live it on that amount or what about amount of weight. We have a range of over 2000 miles that I want to pay lower. My eyes have an open and a very short while. I always like to do that. Just maybe you could going to end my night. Why haven't you come up back to back in again.

Fairchild also began dabbling in the creation of missiles and drones in the mid to late 50s the goose and USD 5 were fully tested by the Air Force and Army but did not go into production. The company began to rely either by monetary restraints or developmental time restrictions on joining with foreign companies to market and or produce their aircraft in the United States. Several contracts were made to this end with the most notable being that with Fulker aircraft of Holland and later the latest Switzerland in 1954 Fairchild agreed to build the Fulker f 27 jet turboprop airplane in the United States. This airplane was the first jet powered commercial airplane in the world and it was a revolutionary design in many ways.

Fairchild did aid in the final design and can be given some credit in that regard. The initial Fairchild 27 was identical to its European counterpart and slightly over 200 of them were made from 1957 to 1963. Sales of this aircraft were made both to corporations for private use as well as airlines and is to the airlines that the airplane garnered its greatest reputation. Many were still using the venerable Douglas DC 3 airplane and the 27 offered a comparable seating number but with greater fuel efficiency and speed. The motto EFH 6:58 was developed and added another one third as many possible occupants to the 27 without requiring a massive redesigning of the aircraft as a whole. This design proved desirable but still was not the success the company had hoped it would be. The production of the polite exporter in the early 1960s was part of a time of considerable change at

Fairchild. Witnessing the attempt by the company to secure several different angles in a quickly changing field of aviation companies. The acquisition of hilar helicopter company in 1963 and the takeover of Republic aviation in 1965 were both achieved in the hope of securing a place for Fairchild in a world where there were fewer and fewer government contracts to be had. The military was driving most of the downsizing and repositioning in the industry by wanting new aircraft that could be easily modified and updated. No longer would military planes serve for five to 10 years and then be mothballed. But rather they would serve be modified and then serve again and again fewer contracts resulted in the crowding of existing aviation companies attempting to secure them. The acquisition of Republic aviation bought for Fairchild entry into the elite club of fighter aircraft design

the famous Republic P. 47 of World War II fame Fady 84 and then current f 105 fighter. Further widen the swath of potential government contracts with this experience Fairchild's republic began to design an airplane to be entered in the Air Force competition for the next close air attack aircraft designated the A-10. This airplane competed against the North Bay 9. The competition was tough and the Project for the A10 seemed that sometimes winning and at others falling behind. In January 1973 after nearly seven months of tests and fly offs between the Northrop and Fairchild the Air Force officially chose the Fairchilds Republic A10 as the winner. Five more aircraft were ordered for evaluation. And finally the air force fully committed in February of 1974 with an order for 52. Parts and pieces being constructed at the Republic plant on Long Island final assembly and flight testing took place

in Hagerstown the first production A-10 rolled off the assembly line in March of 1976 and continued for the next eight years with 713 being completed. On March 20th 1984. The very last A-10 a thunderbolt to affectionally nicknamed rode out of the hangar at Hagerstown for its official handover to the Air Force Fairchild factory in Hagerstown after nearly 60 years of production was closed. It was in 1962 the Dickinson began to see the need for passenger service out of Hagerstown to Baltimore and Washington although Allegheny airlines own the routes in and out of Hagerstown the large airplanes which they flew were not economical Dick purchased several

smaller airplanes including a beach 18 and the Hagerstown commuter was born on. The inaugural flight was on April 23rd 1962 from Hagerstown to Washington D.C.. Throughout the 1960s 70s and early 80s the Hagerstown commuter which became the Allegheny commuter and then the Piedmont regional airline continued to grow. By the mid-1980s the Hensen Piedmont regional airline was the third largest commuter airline in the country and flew in and out of nearly every major city on the east coast from Maine to the Bahamas. Commuter airlines still serve Hagerstown as they have since the days of Dickenson's Hagerstown commuter over 40 years ago. The airport is now the home of many businesses including those that manufacturer aircraft components to service and repair as well as create and offer many other aviation related services.

Equally many owners of private airplanes as well as corporations housed their aircraft on the very field now named Richard Branson fueled a field that has played and will continue to play a vital role in the growth and vibrancy of our community. The community of Hagerstown. Hagerstown has truly been blessed by its aviation past. It was a few pioneering men that inspired our communities nearly 70 year history and aviation manufacturing. History then in its wake offered Hagerstown unparalleled opportunity for greatness but it was the people of the community of Hagerstown that truly made something great. May we never forget that remarkable and continuing story of Hagerstown aviation heritage. And joining us now are John Seaborn and Curtis Myers the producer and the

historian on this film respectively. Gentlemen thanks for talking with us. We appreciate it. Thank you. How did the film come about and why was this a time that you felt needed to be documented in this way the story of Hagerstown really pivots around as far as in the 20th century pivots around aviation manufacturing. It plays such a domineering role in in the community how it developed that we felt that it just had to be told. Give us a sense of what the atmosphere was like at that time. I mean like during World War 2. The whole town took part in building airplanes. My grandfather was part of that. That's kind of I guess where I got it from. The interest in that and. The. Town went together factories people people came from all over the country to work in Hagerstown which was a rural community at the time and as affected Hagerstown ever since.

How did he describe it your grandfather. I mean these must have been the glory days to a lot of people. Well it's interesting some people say it was just the job. Other people who I guess loved aviation were. More like Richard Henson we've worked with for years on a museum. He was a flight test pilot and they just loved the whole job. Everything about it. So it kind of varies from. One aspect to another depending on what type of job they had. What about the access to the footage you needed that that was your specialty. Yes. I actually I've been in the stock footage business for years and when research with National Archives other places and and from doing that we knew where there was footage of aviation and Hagerstown Curtis collected some over the years I collected some some of the families who were involved in the history also had footage. And from that we put all that together and that's what you see in the documentary. Let's take a look at a clip from the documentary looking at some of the huge challenges of the era. The company's only option if it wished to supply aircraft to the military in a timely

manner was to devise a host of subcontractors who manufacture parts components and sections of aircraft. Apart from the main plant the Hagerstown system as it became no employee businesses throughout the city to manufacture parts and components which were in many ways related to the type of skills each had. The smaller pipe organ company which was officially the largest pipe organ manufacturer in the country and by nature of their business skilled woodworkers in February 1942 U.S. government officially asked moment to halt production on organs and immediately convert to the production of means and center sections for the Fairchild. Within one year. Mulder had produced with an average of twelve hundred workers 3400 wooden wings and over 2000 center sections. I was in the wings and center sections for over 5000 aircraft had been

completed. The Kurdish had terrific material to work with in terms of the footage. What about the research needed to pull it all together. The research needed we we took from company magazines we took. Trips to the archives. Also a lot of people in that community. I mean they still live there. Either the original people were the descendants of those people and we took interviews and things of that nature which were really filled out the whole story for what was the reaction of those folks when you said we're we're going to produce a film about this. Oh it was very receptive. I mean they I mean they lived and breathed that for so many years. And I think I mean anyone who worked there realized the real impact that that come that company and also manufacturing in general had in Hagerstown. Tell us about the plane itself and the importance of that production effort during the war.

The plane that it was called the Fairchild beat the 19th trainer. It was the training pilots during the war. And it was the single wing wing on a plane designed by Ormand Tablo who was a designer for trout. And and again it was one of those things where so many were needed so fast that again all the factories all of many of the factories and people in Hagerstown worked on it and that ended up also some other factories I think built it also around the country. Now there is something called the Hagerstown system. Yes. What was it. Yes that was basically I mean at the beginning of the war there were there was not enough. Space at Fairchild too. They were a rather small company of only 300 employees and they developed this aircraft and the military needed them immediately. So they contracted subcontracted with with companies in Hagerstown and the surrounding area. Machine shops and the Impey molar pipe organ company and and many other companies around Hagerstown to subcontract parts and make

parts for them. How many of these buildings are still in use how many of them are exist and how many of them are being used these days. Actually most of the the factory buildings are still there. The original Fairchild factory is still there there was built in the late 20s. The one built during the war is still there and the smaller pipe organ factory is still there it's being used for other. Things now. But many of them are still surviving. Chad tell me about the museum that project something like Curson I've been involved in with others for over 10 years now and through the documentary coming out in Hagerstown a while back kind of reignited the interest in the aviation museum in Hagerstown. And so as of right now there is a museum in downtown Hagerstown located at Discovery station that was open through the week and on the weekends. And we have a display on the second floor of the building at the service station and hope to someday actually have a building at the airport and we have several airplanes in storage at the present

time and many artifacts photos and so things have really taken off. It's really fantastic because we have a lot of these old people coming in giving us photographs that are so near and dear to their heart wanting us to display them. And it's just great stuff. And then you have a bonanza coming up and in just a few days with the fly in. What kind of attendance you expect for that. Well actually the fly in that's 10 years ago and higher standards than 95. Fairchild homecoming an air show. That's where Curtis and I met museum thing took off. It's been 10 years since we've had one. We've had a fly on for many years but this was specifically Fairchild aircraft. A lot of the people who work there are invited to come out. They can see some of the planes they built years ago. And so we're very excited. There should be a good time. And we expect a significant number of airplanes as well. Yes people and aircraft are people coming together as I said sounds great. All right John Seaborn and Curtis Myers we want to thank you for talking with us and congratulations on the project. Thank you. Thank you very much.

For more information about the program Hagerstown remembering our aviation heritage go to our Web site npr.org.