In 1947 Robert Parks built two single place open cockpit low wing monoplane midget racers. Both were powered by a 65hp Continental C-65, and one, registered N2E, disappeared c.1967 over the Gulf of Mexico. That registration was transferred to the Parks P-3.
Engines – Power
Parks P-4
The 1929 Parks Aircraft P-4 NX8384 was a six place high wing cabin monoplane.
Engine: 300hp Wright R-975
Parks P-3 Arrow
The 1929 P-3 Arrow NX8385 was a four place high wing cabin monoplane.
Engine: 220hp Wright J-5
Wingspan: 45’0″
Length: 34’6″
Speed: 100 mph
Seats: 4
Parks P-2 / Detroit-Parks P-2A / Ryan Speedster
The 1929 Parks Aircraft P-2 (ATC 200) sold for $6,000. Six were built including NC902K and NC965K.
Some were repowered as P-2A. The 1929 P-2A (ATC 276) powered by a 165hp Wright J-6 sold for $6,350. Eleven were built: [NC480M, NC499H, NC502N, NC902K, NC965K, NC8487, NC8490-8492, and NC967K-968K.
The P-2A was marketed as the Detroit-Parks P-2A after merger with Detroit Corp and, later, as the Ryan Speedster.
The P-2 was also available with a 130hp Comet. (ATC 2-99) superseded by (ATC 200), including NC8487.
P2
Engine: 150hp Axelson-Floco
Wingspan: 30’0″
Length: 22’10”
Useful load: 860 lb
Max speed: 115 mph
Cruise speed: 98 mph
Stall: 42 mph
Range: 490 mi
Seats: 3
P-2A
Engine: 165hp Wright J-6
Winspan: 30’0″
Length: 23’0″
Useful load: 897 lb
Max speed: 120 mph
Cruise speed: 100 mph
Stall: 45 mph
Range: 500 mi
Parks P-1 / Hammond P-1H
The 1929 P-1 (ATC 179) was a duplicate of the Fairchild KR-31, but with a chin radiator. They were built to replace Travel Airs used at the subsidiary Parks Air College. Selling for $3,165, forty-five were built.
The prototype, cn 10008 NX289W, was used to test the feasibility of a large, built-in “planechute” that could be released in emergencies to float the aircraft to the ground. In operation it had apparent success, but results of testing is unknown.
The 1929 P-1T (ATC 2-506) was fitted with a 115hp Milwaukee Tank.
The 1930 P-1X three place open cockpit biplane was fitted with a 90hp Curtiss OX-5, and registered as a Detroit P-1-X N289W c/n 19911.
The 1932 P-1H (ATC 2-428) with a 100hp Kinner K-5 became the Hammond 100. Following Ryan’s demise the Park name was revived for the P- 1H biplane built by Hammond.
P-1
Engine: 90hp Curtiss OX-5
Wingspan: 30’1″
Length: 24’1″
Useful load: 812 lb
Max speed: 100 mph
Cruise speed: 85 mph
Stall: 37 mph
Range: 340 mi
Seats: 2-3
Perry P-1
Reportedly, W Parker Perry built a five-place monoplane amphibian Perry P-1 in 1929.
Although registered as N444 on 16 January 1929, specs from Perry’s application were 14′ long with 12′ wingspan and one or two Packard engines of 85 hp, to accommodate a pilot and four passengers.
CAA inquiries went unanswered and the registration was cancelled on 5 May 1930. Probably never built or completed.
Parker Aircraft Corp PAL
In 1929, Willard Parker built the two place, open cockpit biplane Pal register N571 c/n T-3. Power was by a 65hp LeBlond.
Parker Pusher
William D “Billy” Parker manufactured personal and exhibition biplanes, stressed for competition and aerobatics, principally powered by 50-80hp LeRhône rotary, during 1912-1914.
NX62E was a personal plane flown by Parker during his years as sales representative for Phillips Petroleum Co (later manager of Aviation Dept), and was active into the 1960s. Rebuilt and upgraded many times over the years, including the mid-wing ailerons were replaced by trailing-edge ailerons.
Parker had other pushers along the way for exhibition flying, as well [NR8Y (90hp OX-5), N66V, N4161K (80hp LeRhône)]. The latter was the most recent addition (c.1955), registered as Parker-Curtiss, with a rebuilt 90hp Curtiss OX-5. While the Curtiss name is often attached to Parker’s products, and he admitted to initial design influence to some degree, he was in fact quite vocal about his planes being his own creations, noting that anyone serious about doing “loops and fancy flying” [his terms] in the ‘teems would never use a Curtiss pusher because of the weakness of its “bamboo outriggers and other frail parts.” Parker was still flying two of his originals in the ’50s and ’60s on tours for Phillips.
Parker 1911 airplane
Built from what materials were on hand or found locally, it sported a landing gear of four motorcycle wheels, plain galvanized wire helping to brace its structure, and some gas pipe for parts of its frame. Parker incorporated a smoke chamber, with hand-operated bellows, built to study airflow across model wings.
After incorporation with a couple dozen townsfolks, completion of the airplane mid-year, and a maiden flight to 20′ high and 1,500′ in length (during which Parker also learned to fly) followed by a crash-landing, an exhibition tour was planned. Those plans were cut short when a second flight also ended in a crash with more severe damage.
With funds running low and no signs of any income on the horizon, and the reluctance of the plane to leave the ground in further modifications and attempts over three more years, the company was dissolved in 1914. Yet Parker is credited by many as the first to fly in Utah, which is contested by supporters of Lagar Culver for the honors.
Engine: Emerson, 60hp
Wing span: 14’0″
Seats: 1
Parker 1910-1911 biplane
James J. Parker, of Fulton, NY, made the first trial and successful flight with this machine completely of his own construction starting on skids from the ice of Lake Neahtawanta 1910-1911. A flight of a mile and return was reportedly made. The generally Farman-like plane was equipped with a four-cylinder, two-cycle motor of his own make and had a unique tandem-mounted ailerons arranged between the wings.
