The Model 45 was a development of designer James Wedell’s earlier Model 44 and was a low-wing cantilever monoplane with tailwheel undercarriage, the main units of which were retractable.
The Model 45 (NR62Y) flew for the first time on June 28, 1933 and showed promising performance achieving an average speed of 264.703 mph on a 100 km closed course.
Wedell-Williams pilot, John Worthen flew the 45 to a second place in the 1934 Bendix Trophy race and if not for a navigation error would have demolished the 44’s first place time by at least 50 minutes.
On June 24, 1934, Jimmy Wedell died in an accident while piloting a Gypsy Moth on a flying lesson. Development of the 45 was delayed following the loss of its creator. Even so the 45 was entered in the 1934 Thompson Trophy Race. In a preliminary event, the Shell Speed Dash Unlimited, Worthen placed first with an average speed of 302.13 mph. He then qualified the 45 with a speed of 292.14 mph, third behind the 44 and Turner’s racer in the main event. However the 45 was still suffering from development problems and was withdrawn due to instability.
During the Thompson race Doug Davis crashed the 44 and was killed instantly. Devastated, the Wedell-Williams team dismantled and trucked the 45 to Patterson. It never flew again.
In rapid succession, the remaining Wedell-Williams principals were killed in air crashes: Walter Wedell, Jimmy’s brother, was killed in a crash on July 18, 1935. Company co-founder Harry Palmerston Williams and chief test pilot, John Worthen were both killed on May 19, 1936 in a crash.
After the death of Williams, the Model 45 was donated to Louisiana State University, where it eventually disappeared, its final fate unknown.
A full-scale replica Model 45, constructed by Jim B. Clevenger of Kissimmee, Florida, is on display at the Louisiana State Museum in Patterson, Louisiana.
NR62Y, Miss Patterson replica
Model 45 Engine: 1 × Pratt & Whitney R-1340, 500 hp (597 kW) Wingspan: 26 ft 9 in (8.16 m) Length: 23 ft 11 in (7.29 m) Height: 9 ft 4 in (2.84 m) Maximum speed: 320+ mph (278 kn, 515 km/h) Crew: One pilot
Experienced air-racer Jimmy Wedell formed a business partnership in 1929 with millionaire Harry P. Williams after giving him flying lessons. Initial plans were to teach flying, provide an aerial photography service and win an airmail contract. Wedell’s passion for air racing led him to convince Williams to build a racer for the January, 1930 Miami Air Races.
This first aircraft was named “We-Will” but as development and testing continued it became apparent it would not be ready for the 1930 Miami event. Wedell halted development of the “We-Will” design and began a new aircraft, the “We-Winc”.
In parallel to the development of the We-Winc, Wedell began the construction of a third aircraft, the “We-Will Jr.” This aircraft first appeared in the Cirrus Derby held in Detroit on July 21 but the design proved to be underpowered. Further development with improved aerodynamics, numerous technical innovations and a Hamilton Standard ground adjustable propeller radically changed the aircraft’s appearance. Incorporated into the design were the wheel spats that would be an iconic feature of the future racers. It was a typical construction with a braced, low-wing monoplane utilizing fixed landing gear in large spats. This version was however also underpowered. In development and in competition this version, by now dubbed “Model 22” proved to be a disappointment and further development was abandoned.
By 1931, Wedell had turned his attention back to the original We-Will and after a rebuild using the lessons learned in building the We-Winc and the We-Will Jr. attained an acceptable level of performance. First flown on 12 January 1930 (NR54Y), this version was named the “Model 44”. When mated with a Pratt & Whitney Wasp Jr. engine, the design’s true potential began to be realized. That year, on 13 June, the “44” placed second at the New Orleans National Air Races.
Soon after the ’31 Nationals, Wedell began rebuilding the 44 and the We-Winc as well as taking a contract to build a Model 44 for Roscoe Turner. On the second test flight of Turner’s Model 44 (NR54Y), the left wing experienced a structural failure and was destroyed in the ensuing crash. Flown on its test flight by Jimmy Wedell and seemed to perform very well. When he took it up again later that day for a high-speed low pass, aileron buzz caused a wing to flutter, then snap the flying wires and fold the wing. Wedell had designed the plane to have independent aileron control, so he held full aileron against the roll while pitching up for altitude and bleeding off speed, then pushed himself out of the cockpit. His ‘chute opened fully just as he touched down at the end of the field. After this incident, the assistance of Howard Barlow, an aeronautical engineer, was obtained in the redesign of the wings. The second Turner racer (NR536V) was built with the new wing design and proved to be an exceptional performer. The other two Model 44s (#92 NR61Y, #121, #57, #2 NR278V – #44, #91) were rebuilt according to the new wing specification as test pilots had noted wing vibrations in both aircraft previously.
NR61Y, Roscoe Turner’s Model 44
These three aircraft went on to dominate air racing for the next several years. Model 44s were raced in 1932, 1933 and 1934 Bendix Trophy races, as well as the 1934 Thompson and Shell Trophy. In September 1933 at the International Air Race in Chicago, the 44 piloted by Wedell set the new world speed record of 305.33 miles per hour.
NR61Y was built in Patterson, Louisiana, 1932. It had a NACA cowl housing a Pratt & Whitney R-985. Roscoe Turner flew it to California for the start of the 1932 Bendix race in an unpainted condition. His mechanic, Don Young, not only built it, but painted it literally just prior to racetime. The colors for that racing season were the famous silvery creme with red and black trim, and race #121.
Nicknamed the “Gilmore Red Lion,” Turner flew it to third place behind Jim Haizlip in the Wedell-Williams #92 and Jimmy Wedell in #44. Turner placed third in the Thompson Trophy, trailing Jimmy Doolittle in the Gee Bee R-1 and Jimmy Wedell in #44.
In 1933, after spending a morning avoiding a process server at Floyd Bennett Field in New York, Turner, in disguise as a mechanic, managed to get into the cockpit and fly to first place in the Bendix — but only sixth in the Thompson. For the Nationals, NR61Y sported a whitewashed #2 atop the sparkly gold paint of the fuselage, while the wings retained the creme, red, and black Gilmore scheme.
It also had a new P&W R-1340 beneath the cowl. Also, Gilmore Oil was replaced by 20th Century Fox as the new sponsor, hustling their movie The Bowery (which, naturally, had nothing to do with airplanes or racing). By the time the Chicago races came along, Fox had been replaced by Macmillan Oil, H.T. sparkplugs, Bendix, and Smith propellers, and the plane became the first “Ring-Free Special.”
In 1934 Turner upgraded the engine to a R-1690 Hornet, for which 61Y had a smooth NACA cowl, as well as a bumped cowl for another Pratt & Whitney, and another sponsor change, the Heinz pickle works logo and race #57 on the sides. 61Y had turned all-gold by then only because Don Young found time to finish painting after building a new engine mount and cowlings.
In 1935 61Y was primarily sponsored by MacMillan Oil Co, and the Ring Free logo was placed where the previous race number was located, in a circle under the cockpit window, with number 57 in black halfway down the length of the fuselage. When it came to the Bendix Race that year, Benny Howard in Mr Mulligan beat Turner across the finish line by 23.5 seconds.
During the Thompson his supercharger impeller went to pieces and exploded, perforating the cowling, accessory section, oil lines, etc. Trailing thick black smoke, Roscoe managed to see well enough out of an oil covered windshield (that rose only 5 inches above the fuselage) to make his normal three bounce landing to a standing ovation, while Howard, ignored by all but timers and judges, won the Thompson. Roscoe is quoted as responding to a reporter’s condolences by saying that walking away from potential disaster was luck enough.
In 1936 Turner put his Wedell-Williams out of the running when he bumped into the desert near Holbrook, Arizona, breaking off the fuselage completely just aft of the cockpit. After arguing with Larry Brown, who was pressing Roscoe for money for the rebuild, Turner hired Matty Laird to finish the project, which resulted in a shortened fuselage, new wheel fairings, and some other subtle changes.
Turner moved out of the picture in 1937 to fly his Laird-Turner Racer and Joe Mackay moved in, flying 61Y as race #25, continuing to place in the money until the end of its career with retirement after the 1939 NARs at the advent of World War 2.
Lee Gehlbach 1938
NR61Y still exists, on display at the Crawford Museum in Cleveland, Ohio, where Don Young used to be the curator.
Three replica Model 44s are on display at the Louisiana State Museum, Patterson, Louisiana.
Miss New Orleans
Miss Patterson
Roscoe Turner Racer
The fifth basic design was a complete rebuild of We-Will with a new wing, cowling, and enclosed cockpit, registered NR278V in 1932 as Miss Patterson for Roscoe Turner, with its old wings and undercarriage going into the Robbins Racer.
Wedell-Williams 44 at Burbank, Jimmy Wedell in cockpit of NR278V
Model 44 Engine: 1 × Pratt & Whitney R-1690-S1C3G, 1,020 hp (760 kW) Propeller: 2-bladed Hamilton Standard ground adjustable, Curtiss adjustable or Smith adjustable propeller Wingspan: 26 ft 3 in (8.0 m) Wing area: 107.9 sq ft (10.02 m2) Airfoil: M-10 (modified) Length: 23 ft 0 in (7.01 m) Height: 8 ft 1 in (2.46 m) Empty weight: 1,702 lb (772 kg) Gross weight: 2,677 lb (1,214 kg) Maximum speed: 325 mph (523 km/h; 282 kn) Range: 900 mi (782 nmi; 1,448 km) Service ceiling: 14,000 ft (4,267 m) Wing loading: 24.83 lb/sq ft (121.2 kg/m2) Crew: 1
Model 44 (1932) Gross Weight 3892 lb Empty Weight 2492 lb Span 26 ft 2 in Length (overall) 21 ft 3 in Powerplant P & W Wasp (500 hp) Powerplant (1933) P & W Wasp T3D1 (800 hp) Max Speed 304.98 mph Price $50,000
Experienced air-racer James R. Wedell formed a business partnership in 1929 with millionaire Harry P. Williams after giving him flying lessons. Initial plans were to teach flying, provide an aerial photography service and win an airmail contract. Wedell’s passion for air-racing led him to convince Williams to build a racer for the January, 1930 Miami Air Races.
This first aircraft was named “We-Will” but as development and testing continued it became apparent it would not be ready for the 1930 Miami event. Wedell halted development of the “We-Will” design and began two new aircraft, the “We-Winc” and the “We-Will Jr”.
Of these two aircraft, the We-Will Jr would eventually evolve into the “Model 22”. It was designed to compete in the American Cirrus Engine Company’s “All-American Flying Derby”. The only requirement was one of the Cirrus aircraft engines be used in the competing racer. Williams chose the supercharged 110 hp Hi-Drive engine which was a poplular choice of racers at the time. Gross weight was 1,660 lbs and it could carry 54 gallons of gasoline.
The race began at Detroit, Michigan on July 21, 1930 and was a 5,500 mile cross country endurance race that would end back in Detroit. Wedell, piloting the NR10337 and sporting the race number 17, was in contention for first place all the way to the stop at Houston. After this mechanical trouble hampered his efforts and reduced his finish to eighth place.
Wedell and NR103337 after landing mishap wrecked gear fairings
The NR10337 was next entered in the 1930 National Air Races in Chicago. With the underpowered Cirrus Hi-Drive the performance of the craft was disappointing. Wedell flew in the 350cu free-for-all, finishing third and in the 450cu free-for-all finishing fifth.
Wedell turned his attention to the larger We-Will and We-Willc, with the NR10337 languishing until 1932. In order to compete in the lower power classes, the aircraft was substantially rebuilt. The fuselage was shortened from the wing root aft, the wings were shortened while the Cirrus engine was retained. A Hamilton Standard ground adjustable propeller was fitted for the first time to the Cirrus. The cockpit and cowling were redesigned to be more aerodynamic. Aerodynamic wheel “pants” and “spats” made its first appearance on a Wedell-Williams design. The aircraft was re-registered as NR60Y and was officially designated “Model 22”. In this configuration the NR60Y competed in smaller races throughout the south during 1932.
Dave Elmendorf’s NR60Y
In preparation for the 1933 Los Angeles National Air Races, the NR60Y’s Cirrus engine was replaced with a Menasco B6 Buccaneer air-cooled engine. Given race number 54, it was entered in the Shell Speed Dash 550cu race and piloted by W.A. McDonald. In the preliminary events, the Menasco proved troublesome and performance was disappointing. While taxiing, the Menasco engine backfired and ignited the fabric fuselage. The engine was removed from the frame and later installed in the NR64Y. The frame was placed in storage at the Western Airways hangar in Los Angeles until 1934 when Dave Elmendorf purchased it.
Wedell-Williams 22 NR64Y
1933 brought more development on the Model 22. A second aircraft, NR64Y, was begun in cooperation with the Delgato Trade School in New Orleans. Construction of this aircraft was overseen by a senior mechanic E.D. Dennis, using parts salvaged from Model 44 Special NR54Y. The entire rear fuselage was covered mainly with plywood utilizing a Delgato design. Not ready in time for the 1933 Nationals, NR64Y was trucked to Chicago for the 1933 International Air Races.
Wedell-Williams 22 NR64Y at Chicago 1933
After a brief test flight on September 1, the aircraft proved to be underpowered with the 160hp Menasco B6. Wedell entered one event but retired after a single lap. Testing continued briefly on February 5, 1934, but Wedell decided that further testing of the NR64Y was not warranted and donated the aircraft to Louisiana State University where it was eventually scrapped.
Wedell-Williams 22 NR64Y at Chicago 1933
In 1934, Elmendorf began reconstruction of his Model 22. Al Novotny, a former Wedell-Williams employee was hired for the work. A Menasco B6 was fitted to the airframe. Elmendorf flew the NR60Y from Los Angeles to Cleveland for the 1935 National Air Races. He entered the 549cu race as number 22 and qualified fourth but finished a disappointing seventh. In 1936, Elmendorf sold NR60Y and it is presumed the airframe was scrapped.
Only the two were built at an estimated cost of US$4000 each in 1936.
A replica Model 22 is on display at the Louisiana State Museum, Patterson, Louisiana.
Model 22 replica in 1932 race trim.
Model 22 NR60Y Engine: 1 × Menasco B6 Buccaneer, 160 hp at 1,975 RPM Max cruise power: 120hp at 1,800 RPM (119.3 kW/89.48 kW) Wingspan: 20 ft 0 in (6.1 m) Length: 18 ft 0 in (5.49 m) Height: 6 ft 5 in (1.96 m) Maximum speed: 180+ mph (289.7+ km/h) Crew: One pilot
The Spyder began as a Taylor Monoplane construction in the 1970s at Inglewood, NZ. It was acquired by Bernard Webb and, after extensive modification, completed in 1997.
William Arthur Weaver’s Ornithoplane No. 2 was a two-seater monoplane of conventional layout, with a fuselage of triangular section, using bamboo and aluminum in its construction. It was converted from parts of the No. 1 ornithopter and was re-engined in 1907-1908 with a special lightweight water-cooled engine of about 35/40hp built by The Alpha Engineering Company, Coventry. The aluminium propeller was chain driven, and was claimed to have variable pitch in flight, which seems to have been achieved by a small auxiliary propeller revolving behind the main one. Unusually, the pilot’s seat and control wheel were mounted on the starboard bottom longeron. The tail unit consisted of a rectangular rudder and large elevators, which flapped to provide lift. The machine made various short hops at Hampton-in- Arden between 1906 and 1908 culminating in a flight of a quarter of a mile on 17 May 1910.
Built in Hollister, California and first built and certified in 1979 (TC A26WE). The 620, the first of which, N9245W, first flew in 1979 and was powered by the 450-hp R-985. The next aircraft, N9259W, was fitted with a PT6A-11AG. One similar aircraft was manufactured in 1960 but Weatherly remained faithful to the radial.
Production waned in the mid-eighties but with the introduction of the model 620A sales picked up again. The 620A wingspan was further extended another five feet to 40 ft 8 in (the wing is now 277 sq.ft) with longer ailerons and a new wingtip design but still retaining the vanes. The 620A also featured a new tail. The empty weight of the 620A is 2,840 lbs and the maximum all-up weight is 5,900 lbs, the hopper capacity being 335 US gallons.
In 1991 the 620A was upgraded to the 620B with major improvements to the cockpit and the addition of two auxiliary fuel tanks providing extra range on ferry flights. Put into production in 1992, this has by far been the most popular model with over one hundred been built and sales not only in the United States but Canada, Central and South America and Australia.
The 620B was then offered with a turbine, this time an Allied Signal TPE331-1, which Weatherly Aviation market as the 620BTG.
W620 Engine: 1 x P&W R-985, 450 hp TBO: 1000 hrs Prop: Hartzell, 3 blade, constant speed 95.5 in Seats: 1 Length: 27.2 ft Height: 8.1 ft Wingspan: 41 ft (with wingtip vanes 47’0″) Wing area: 264 sq.ft Wing aspect ratio: 6.1 Max take off wt: 5600 lbs Standard empty wt: 2760 lbs Max useful load: 2840 lbs Max landing wt: 4000 lbs Wing loading: 21.2 lbs/sq.ft Power loading: 12.4 lbs/hp Max useable fuel: 390 lbs Hopper capacity: 335 USG Max climb rate: 700 fpm Service ceiling; 15,000 ft Max speed: 130 kts Working speed: 78-100 kts Stall speed flaps down: 57 kts Turbulent air penetration speed: 122 kts Fixed tail wheel undercarriage
W620A
W620B
W620TP Engine: 1 x P&W PT6-11AG, 500 hp turboprop TBO: 3500 hrs Prop: Hartzell 3 blade constant speed 96 in Seats: 1 Length: 30.5 ft Height: 8.3 ft Wingspan: 41 ft Wing area: 264 sq.ft Wing aspect ratio: 6.1 Max take off wt: 5600 lbs Standard empty wt: 2700 lbs Max useful load: 2900 lbs Max landing wt: 4000 lbs Wing loading: 21.2 lbs/sq.ft Power loading: 11.2 lbs/hp Hopper capacity: 340 USG Service ceiling; 15,000 ft Max speed: 153 kts Working speed: 78-122 kts Stall speed flaps down: 57 kts Turbulent air penetration speed: 122 kts Fixed tail wheel undercarriage
When the supply of Fairchild aircraft ran out, John Weatherly started to build the complete aircraft. Two model W201s were built in 1966/67, N86686 and M86687. Powered by a 450-hp R-985 Pratt & Whitney, these aircraft had an improved wing design with the span increased to 39 ft.
The 1970 production aircraft, the W201A, were built between 1968 and 1971. These can be identified by a triangular shaped fin and rudder. More than 100 were built at $22,800.
Weatherly 201A N2930W
The W201B model commenced production in 1971 and 45 aircraft were built at $31,500 in 1974.
Another version followed in 1975, the W201C, and this was the Weatherly that introduced the wingtip vanes which diffuse the normal formation of the wingtip vortex. The 201, 201A, and 201C models were under TC A10WE.
201 / 201A / 201C Engines: P&W R-985, 450 hp Wingspan: 39’6″ Length: 26’7″ Max TO wt: 4800 lb Empty wt: 2580 lb Equipped useful load: 2169 lb Payload max fuel: 1769 lb Hopper cap: 270 USG Wing loading: 19.2 lb/sq.ft Pwr loading: 10.6 lb/hp Max speed: 128 mph Cruise speed: 105 mph Stall: 58 mph / 60 kt Working speed: 95 kt Working endurance: 3 hr ROC: 980 fpm Min field length: 1500 ft Fuel cap: 400 lb Seats: 1
Weatherly Aviation’s first aircraft was the WM-62C, N3775G. This was followed by at least 18 aircraft 1961-1965 which were conversions of the PT-19/-23 aircraft. They can be identified by their rounded Fairchild fin and rudders. The first were open cockpit with a roll-over frame but later versions were fitted with an enclosed cockpit.
Weatherly WM-62C N51239
Single place aircraft, power was from a Continental W-670 or P&W R-985.
All Aero 