The Weaver 2 Cootie Biplane of 1920 was a single place open cockpit biplane rebuild of the Cootie #1 with a larger tail area and a beefed-up landing gear.
First flown on 14 June 1920, piloted by G Weaver, it eventually crashed in April 1923 having cost $1,500.
A 30hp hydroplane version was begun, but never completed because of funding problems.
Empty weight: approx 340 lb
Speed: 62 mph
Bruckner and Junkin actually began designing aircraft in 1919 with a flawed plan for a floating airplane that never flew. Meyers, too, had already designed an aircraft with Weaver and the pair approached Bruckner and Junkin, asking them to join their construction efforts on a parasol wing, plywood fuselage, single-seat monoplane named the “Cootie.”
Costing $1,200, unfortunately, Weaver crash-landed the Cootie during its first flight attempt in 1920 and suffered extensive injuries in the crash. It was rebuilt.
Engine: 28hp Lawrance
Wingspan: 22’0″
Length: 16’0″
Useful load: 200 lb
Max speed: 65 mph
Stall: 35 mph
Seats: 1
The “Model 1” designation was more symbolic as the ship was built before there was a Waco Company. Designed by Elwood J Junkin and Clayton J Brukner, the 1919 Baby Flying Boat had a mahogany veneer hull, demountable wheels for beaching, and a 6′ propeller.
Notably underpowered, with motor vibrations shaking the craft to an alarming degree, it would not unstick from the Lake Erie, so was retired to its room above a dance hall in Lorain OH, and none of the principals recalls its ultimate fate.
This effort led to the formation of DJB Aeroplane Co which was basis for Weaver Co the following year.
Engine: 15hp Hendee
Wingspan: 18’0″
Seats: 1
Back to Waco
Waco Coding System
First letter = POWERPLANT (MOTOR CODES)
Second letter = AIRFRAME DESIGN
Indicated specific drawings or design changes, varying considerably within individual models
Third letter = SERIES
Suffix = REMARKS
Dash number generally indicated first year of production
MOTOR CODES 1927-1929:
125 = 125hp Siemens-Halske
A = 220hp Wright J-5
B = 165hp Wright J-6-5
C = 225hp Wright J-6-7
D = 150/180hp Hisso A/E
G = 115hp Curtiss OX-5, 100hp OXX-6, 115hp Tank
J = 330hp Wright R-975
MOTOR CODES 1930-1942:
A = 330hp Jacobs L-6MB
B = 175hp Wright R-540
C = 250hp Wright R-760
D = 285hp Wright R-760-E1
E = 350hp Wright R-760-E2
H = 300hp Lycoming R-680-E3
I = 125hp Kinner B-5
J = 365hp Wright R-975-E1
K = 100hp Kinner K-5
M = 125hp Menasco C-4
O = 210hp Kinner C-5
P = 170hp Jacobs LA-1
Q = 165hp Continental A-70
R = 125hp Warner Scarab
S = 420-450hp P&W Wasp Jr
U = 210hp Continental R-670, 225hp W-670-K, 220hp W-670-6
V = 240hp Continental W-670-M
W = 450hp Wright R-975-E3
Y = 225hp Jacobs L-4MB
Z = 285hp Jacobs L-5MB
Lycomings were not used until model E in 1940. Kinner C-5 was only on two planes, and the 160hp R-5 was never used.
BASIC AIRFRAME
A = Primary Glider
B = Open types, 1932 & 1933
C = 1931 open types with P & Q engines (LA-1 & A-70)
D = 1931 cabin types
E = 1932 cabin types
G = C series closed types as from 1937
H = All D series
I = 1933 cabin types
J = 1934 cabin model with Wright engine
K = 1934 cabin models with Continental & Jacobs engines and standard cabin models from 1935
L = 1933 (last) A series
M = 1934 open types
N = 1930 open types
O = 1935 custom cabin with Continental & Jacobs engines
P = All open types from 1936
Q = 1936 custom cabin types and 1930 National Air Tour Special
R = 1939 E series
S = Straightwing variants of basic model 10
T = Taperwing variants of basic model 10
U = 1935 custom cabin with Wright engines
V = All N series
Y = Version of the Taperwing with Wright R-975
X = Variant of the basic model 10 with OX-5 or OXX-6
SERIES
A = Two-place with side-by-side seating 1932 & 1933
C = All cabin models 1931-1935, and Custom cabin models from 1936
D = Military series 1934-1937
E = Variants of the basic model 10 with OX-5 or OXX-6 and
“Executive” cabin models from 1939
F = Tandem cockpit 2 & 3-place open models 1930-1937
G = 1930 National Air Tour Special; two CRGs only, c/n 3349/3350
M = See second letter Y
N = Tricycle-gear cabin series 1937-1938
O = Open models 1927-1929
S = “Standard” cabin models 1936-1937
T = Model RPT; one only, c/n 6000
W = Postwar “Aristocraft”; one only, c/n 9600
Z = Primary glider
REMARKS
A = Armed variants of the D series
S = Used in 1935 to differentiate between the current versions of the
earlier (or “standard”) cabin series and the newly introduced
“Custom” cabin series. Became third letter in 1936, i.e.: model YKS
introduced in 1934, was YKC-S and YKS-6 in 1936 (all were built
under the same ATC)
1,2,3 = Used in 1935 to identify higher-powered versions of the Wright
R-760, Jacobs, and P&W Wasp Jr engines. See first letters C, S, Y,
Z, and second designation of D and E (e.g.: S3HD-A, CUC-1, YOC-1)
6,7,8 = Used to indicate models introduced in 1936 thru 1938; e.g.:
models UPF-7 and VKS-7, introduced in 1937, remained in production
until the early ’40s with the largest annual production of the
UPF-7 being achieved in 1941.
NOTE: The first eight planes initially had no published designations and were numbered retrospectively in 1925. Despite this assignment, it is generally accepted that Cootie was the actual number one Waco and is often indicated as such.
No.3 of 1920 was envisioned by Junkin as “America’s First Commercial Airplane,” one that would do for aviation and Weaver Co what the Ford Model T did for surface transport and Ford Co, it was to be a larger, more powerful version of Cootie. Apparently some amount of construction was begun, but a shortage of funds led to cancellation of the project, and the model number was retired rather than transferred to a following project.
Weaver Aircraft Co
Advanced Aircraft Co
Waco Aircraft Co
Weaver Aircraft Co was formed by George “Buck” Weaver, Elwood “Sam” Junkin, Clayton “Clayt” Bruckner and Charles “Charlie” William Meyers at Loraine, Ohio, in 1919. Waco built Cootie parasol-wing aircraft.
Bruckner and Junkin actually began designing aircraft in 1919 with a flawed plan for a floating airplane that never flew. Meyers, too, had already designed an aircraft with Weaver and the pair approached Bruckner and Junkin, asking them to join their construction efforts on a single-seat monoplane named the “Cootie.” Unfortunately, Weaver crash-landed the Cootie during its first flight attempt and suffered extensive injuries in the crash.
The WACO partners persevered, designing a practical three-seat biplane, the WACO 4, and building it out of parts left over from the Cootie and other biplane efforts. The team continued to assemble airplanes from parts salvaged from surplus World War I Curtiss Jennys, continuously tinkering with their designs and making improvements. Eventually, they sold two WACO 5 biplanes.
From Medina, Ohio, in 1921, reorganized as Advance Aircraft Company in 1923 at Troy, Ohio, although the aircraft retained the WACO designation. The first Troy-built model, the WACO 6, was soon being marketed. Following Buck Weaver’s death in 1924, Clayton Bruckner and Sam Junkin reorganized the business and soon introduced the company’s popular Model 9 (or Nine) in 1925.
First really successful venture was three-seat Model 9 of 1924. Developed long and successful line of cabin biplanes, sporting, racing, and military airplanes. The Waco series of four-seat cabin biplanes were initiated in 1931 and were produced continuously in progressively refined models until 1939. WACO continued to refine the aircraft design and accessories on an annual basis, but retained the basic configuration to maintain quality and avoid the high costs of wholesale redesign; as a result, selling prices remained stable and affordable.
By 1936 was largest constructor of commercial aircraft in USA.
Production of WACO civil aircraft was suspended in 1942 after U.S. entry into World War II. The company contributed to the war effort by building assemblies for a variety of military aircraft and manufactured the well-known CG4-A troop-carrying gliders.
After war developed a new monoplane, the Aristocraft (see O’Neill), but abandoned it in 1947. Company went out of business. Waco production ceased and the company went into contract manufacturing.
Between 1919 and 1947, the company produced sixty-two different aircraft models and led all its competitors in number of aircraft registered.
In 1963 it became Waco Division of Allied Aero Industries (Franklin and Jacobs motors, Omega helicopters).
In 1969 rights sold to SIAI-Marchetti (Italy) for production of new Waco Meteor, Minerva, Sirius, Vega, and Vela.
Early Waco designs were given numbers to designate types but later models gained letter designations. The first letter denoted which engine was used, the second gave the wing design and the third the airframe model. From 1934, the first letter still gave the engine make and horsepower, the second gave the design and the third, the series.
Broadsmith won the 1924 Low-Powered Aeroplane Competition with his design and the second prize was won by L. J. Wackett with his Warbler aircraft, powered by the Wizard engine, also designed by Wackett.
Broadsmith won the 1924 Low-Powered Aeroplane Competition with his design and the second prize was won by L. J. Wackett with his Warbler aircraft, powered by the Wizard engine, also designed by Wackett.
Lawrence J. Wackett (later Sir Lawrence) started his career in the Australian Flying Corps in the First World War and saw service in Egypt; when the R.A.A.F. was formed in 1921 Wackett decided to move into aircraft design and development and, after a short professional training period, persuaded the then Defence Minister, R. K. Bowden, to set up a R.A.A.F. Experimental Aircraft Station at Randwick, in order to develop aircraft suitable for Australian conditions.
The first design was the Widgeon 1, a flying boat, followed by a much larger amphibian, the Widgeon 11, powered by a 440 hp A.S. Jaguar engine. In 1927, the Widgeon 11 undertook a 9,000 mile flight around Australia.
Two other aircraft were developed at Randwick to the prototype stage: Warrigal I (a trainer) and Warrigal II a single seat fighter. As a result of a government-sponsored report, the Randwick Station was closed in 1931: Wackett resigned from the R.A.A.F. and transferred, with some personnel and equipment to Cockatoo Dockyard. He continued working for the R.A.A.F. but also undertook several civilian projects including the Codock, a six passenger twin engined airliner, commissioned by Sir Charles Kingsford-Smith.
In 1934, Wackett and some of his staff moved again, to the Tugan Aircraft Company at Mascot, where the Codock design was developed into the Gannett a six/seven passenger airliner, which provided service with the R.A.A.F. and with small airlines in N.S.W. Eight Gannetts were completed when the Tugan Company was taken over to form the nucleus of the Commonwealth Aircraft Corporation in Melbourne.
A 1928 five place low wing cabin monoplane powered by a 260hp Salmson “superposed radial”. First flown on 20 April 1928 as NC5246 c/n 51-C, the aircraft was put into storage in Oct 1920 at (Frank) O’Neal Aircraft Co, Vincennes IN, USA.
It was then acquired by O’Neal in a court sale on 2 October 1933 to satisfy a storage bill. It was sold on 15 October 1934 to Peter Soderling Jr, of Petersburg IN, who installed a 360hp Salmson and converted it to three place. The CAA cancelled the registration on 15 November 1937.
Only the one was ever built.
Wing span: 39’0″
Length: 27’5″
1928
Terre Haute
IN
USA
Airplane builder
Ended operations in 1930
The 1979 Emu hang glider was described as with very light trim but that also made it a delight to fly as long as not in heavy air. There were reportedly inconsistencies in the manufacturing so they were not all the same but if you had a good one just magic.
The 1979 Emu is a glider offering a genuine performance increase, while remaining easy and forgiving to fly, also being the first production glider to combine the advantages of a bowsprit type airframe with a flex-batten cambered sail.
The absence of a crossbar together with the low drag aerofoil section achieve a considerable drag reduction and consequent performance increase throughout the Emu’s broad speed range. The sweep angle reduces induced drag at low speed, improving the sink rate and reducing tip stall tendencies. This combined with a short span and low roll inertia gives an extremely quick roll rate and a circling ability unequalled in any other flexwing glider, allowing efficient confident soaring in the roughest of thermals. Pitch stability and control is excellent a result of advanced sail camber and flexible battens, allowing the sail to blow down at negative angle of attack adopting a reflexed section. This augments the positive pitching action of the defined tips without the potential danger of preformed ribs near the leading edge.
Emu S
Wing area: 15.3 m²
Wing span: 9.9 m
Aspect ratio: 6.4
Hang glider weight: 22 kg
Nose angle: 140°
Emu L
Wing area: 17.5 sq.m / 195 sq ft
Wing span: 10.5 m / 35 ft
Aspect ratio: 6.3
Leading edge: 17ft 6in
Hang glider weight: 23 kg / 52 lb
Pilot weight: 10-15 st
Nose angle: 140°
Price: 533.00 +VAT
