Waco Model 10

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Waco Model 10
Waco 10 at the Rockcliffe Canada Aviation Museum, 2010
Type: Light aircraft
Design country:

United StatesUnited States United States

Manufacturer:

Advance Aircraft Company and
Waco Aircraft Company

First flight:

April 1927

Production time:

1927-1933

Number of pieces:

1623

Waco 10, serial no. 1827 (year of construction)

The Waco Model 10 (also Waco 10 ) was an open biplane - light aircraft of the US manufacturer Advance Aircraft Company , of its aircraft under the trade name Waco marketed. From June 1929 the manufacturer name was then Waco Aircraft Company . With 1623 units built between 1927 and 1933, the Waco 10 was the company's most successful model in terms of numbers.

history

development

The Waco 10 was presented to the public in April 1927, after which more than 360 aircraft had been sold by the end of the year. Charlie Meyers was mainly responsible for the construction of the machine, while Clayton Bruckner and Bud Schulenburg were responsible for series production.

Like its predecessor, the Waco 9, the Model 10 was a three-seater open biplane. The Curtiss OX-5 eight-cylinder V-engine with an output of 90 hp (66 kW) was also used as the drive. The Type Certificate (Approved Type Certificate) received the Waco 10 in October 1927, the number ATC # 13.

The OX-5-Waco-10 was built until the OX-5 engine stocks from the First World War were exhausted, around 1930. In addition to the OX-5 machines, production in 1927 included: 15 OXX-6-Waco-10, 1 with Hisso, 4 with Ryan-Siemens (Siemens-Halske) and 19 with J-5 Whirlwind. There were also a small number of J-4 Whirlwind machines and a test specimen that was equipped with a four-cylinder Fairchild Caminez engine.

The starting price was $ 2,460 ex-factory in 1927, decreased to $ 2,385 in 1928, and increased again to $ 3,145 in 1929. Edo floats could be retrofitted for $ 1,100.

Competitions

In June / July 1927 four Waco 10 Sports (Waco ASO) took part in the Ford Air Tour , where they finished 5th, 7th, 9th and 12th. The 1927 Air Derby was another competition in which the Whirlwind-Waco 10 participated. With Charlie Meyers at the wheel, a machine took first place in the Class B classification, covering the distance of 2352 miles in 30 hours and 23 minutes. Two more Waco 10 reached places 6 and 7.

The 1928 Air Derby, which ran from New York to Los Angeles, ended Tex Rankin in fifth place with an OX-5 Waco, ahead of all other machines with the same engine.

variants

Civil

In April 1929, the company announced that it would change its designation system so that the PS number would become the main part of the name. The Waco 10 with the OX-5 engine was now called the Waco 90 , the Hisso-Wacos became the Waco 150 and 180. The Whirlwind 10-W became the Waco 220 Straightwing (rectangular wing), the Whirlwind 10-T (Waco Sports) the Waco 220 Taperwing (trapezoidal wing). The Waco 10 with Wright J-6 five-cylinder engines presented in 1929 was initially called Waco 150 (with rectangular wing) and Waco 300 (with trapezoidal wing).

Waco then introduced a second fundamental change to the designation system in 1930, with a three-digit letter code now being wounded. The first letter characterized the engine, the second stood for the cell design and the third letter referred to the "series". In the case of the last letter, however, as in the case of the second, a distinction was made mainly between cell designs. Overall, due to its inconsistent and ambiguous application, this system gave rise to misinterpretations in the literature from the start. The variants are listed below in the order in which the Type Certificate ( Approved Type Certificate , ATC) was issued.

Waco 10, also OX-5-Waco 10 (ATC # 13), later Waco 90, then Waco GXE
Basic design
Siemens-Waco 10 (ATC # 26), later Waco 125
The model appeared at the end of 1927 and largely corresponded to the basic Waco-10 with a seven- or nine-cylinder Ryan-Siemens radial engine , which was built in the USA under a license from Siemens and Halske . Initially only equipped with the 97 hp seven-cylinder engine, the nine-cylinder version with 125 hp was later tested. The total number of machines was at least 21 (1927: 4, 1928: at least 17)
In late 1927, Waco also built a test machine with the four-cylinder Fairchild Caminez engine that delivered 120 to 135 hp. However, this approach was not pursued further by Waco due to various technical problems.
Straight Wing ASO (NC662Y)
Waco 10-W (Whirlwind-Waco) (ATC # 41), also Waco Sport, later Waco 220 Straightwing, then Waco ASO
The Whirlwind-Waco was introduced in 1927 under the names Waco 10-W and Waco Sport . 19 copies were built in the same year. Because of the equipment with a nine-cylinder radial engine Wright J-5 Whirlwind with 220 HP, the designations J5 Waco , Whirlwind Waco and J5 Straightwing were also common. It was given the nickname Straight Wing to distinguish it from the later Waco 10 with a trapezoidal wing ( tapered wing ). The letter S in the later name ASO stood for Straight Wing , A denoted the 220 HP Whirlwind drive.
Hisso-Waco (ATC # 42), later Waco 150/180, then Waco DSO
This was a standard Waco 10 introduced at the end of 1927, which was equipped with a Hispano-Suiza-Triebwerk engine. Alternatively, a Hispano-Suiza-8Aa engine (Hisso A) with 150 HP or a Hisso E with 180 HP could be used. Compared to the Curtiss OX-5, however, the Hispano-Suiza engine was more complex and more difficult to maintain. In total, probably no more than 45 copies of this variant were built. In the name DSO, the letter D stood for the two Hisso engine variants.
Tapered Wing ATO (NC663N)
Waco 10-T (Taperwing-Waco) (ATC # 123), later Waco ATO
The 10-T was a further development of the 10-W and was the first version to use the trapezoidal wing designed by Charlie Meyers as standard. While the prototype built at the beginning of 1928 still received an OX-5 engine, the Wright-J5 radial engine was used for series production. The 10-T achieved top places in many air races. At least 53 of these variants, known as ATO from 1930 onwards, were produced.
Five copies were sold to the government of the Republic of China as training aircraft in early 1929 . The American Department of Commerce used two of them . In addition to many private pilots who saw the aircraft as sports equipment, numerous professional pilots also flew the 10-T at air races and air shows. After Charlie Meyers left Waco in late 1928, Freddie Lund ( Fearless Freddie ) took over the role of chief test pilot. With the 10-T, he carried out the world's first external looping of a commercially used aircraft.
Waco BS-165 (ATC # 123), later Waco BSO
This variant of the Waco 10 used the original straight wing together with the new 165 hp five-cylinder radial engine Wright J-6. At least 35 copies were built.
Waco CS-225 (ATC # 240), later Waco CSO
The CS-225 differed only slightly from the Waco 10-W (ASO). Only the landing gear and the wing structure have been changed slightly. The drive was provided by the Wright J-6 Whirlwind (R-760), a seven-cylinder radial engine with an output of 225 hp. At least 17 copies were made by the end of 1930, when series production of the new Waco F pattern was already underway.
Waco 225-T (ATC # 257), later Waco CTO
The only difference between the CTO and the Waco ATO was an improved chassis and the Wright J-6 drive with 225 hp. At least 8 copies were built.
Waco HSO (ATC # 333)
a straight wing received a nine-cylinder DR-980 Packard diesel engine as a flying test bench, which delivered an output of 225 hp. The cell used was also equipped with the trapezoidal wing and then called the Waco HTO.
Waco QSO (ATC # 337)
a straight wing received, probably also as a flying test bench, the then newly introduced seven-cylinder radial engine Continental A-70 engine, which delivered an output of 165 hp. Otherwise the QSO corresponded to the later versions of the BSO.
Waco PSO (ATC # 339)
this variant was also only built once. It was the only version with the also new Jacobs LA-1, a seven-cylinder radial engine with 140 hp.

Military

Waco CSO-A (also 240A after the ATC number of the Waco CSO)
At the end of 1931, Waco converted a copy of the CSO into a single-seat, lightweight fighter. Waco assumed that there would be a market for such an aircraft in Latin America, as some governments in that region had already procured civilian Waco 10. This included Brazil, which used five Waco CSOs as training aircraft.
Waco chose the 250 hp Wright R-760 E Whirlwind seven-cylinder radial engine as the drive . The conversion to a fighter aircraft was limited to covering the front double seat and installing two 7.62 mm machine guns on the nose of the fuselage. In addition, bomb locks were built under the hull for dropping light bombs. When a constitutionalist revolt broke out in São Paulo on July 9, 1932, the CSO-A prototype was in Brazil, after which the government bought the aircraft directly. At the same time, they placed an order for 36 more machines of this type, but they should be equipped with 7-mm MGs. Only ten of them reached Brazil, but they turned out to be unusable in the fighting because the 7mm machine guns with the ammunition produced in the country showed constant jams. After the end of the hostilities, all existing aircraft were converted into two-seat training aircraft, and the remaining fighters ordered were delivered by Waco directly as two-seaters.
Waco CTO-A
Since the Waco CTO turned out to be a little more manoeuvrable and slightly faster than the CSO variant, a copy based on the model of the CSO-A was converted into a CTO-A in the summer of 1932. Here, too, the Brazilian Air Force was seen as a potential customer, as it had already procured 22 Waco CTOs (Brazilian name: Waco Eliptico ). This prototype flew with Brazilian registration numbers, but it is uncertain whether it was actually transferred to Brazil.

construction

The Waco 10 was a three-seater, open biplane and, at the beginning of development, was equipped with a 90 hp Curtiss OX 5 engine. The two passengers sat next to each other in the front cockpit while the pilot took the rear seat. The fuselage structure consisted of a framework made of welded steel tubes, which was rounded off with strips of wood and covered with fabric. The positive staggering (horizontal offset) of the two wings was 35.6 cm. The vertical distance between the surfaces was 1.45 m.

Improvements compared to the Model 9 mainly concerned the chassis, which now had a split axle and a new spring-damper system with oleo-pneumatic shock absorbers instead of the continuous one. These were used here for the first time on a US aircraft. A leaf spring runner continued to serve as the tail spur . The engine fairing was also changed, which now completely enclosed the engine. The water cooler remained unchanged in the first variants and was still suspended in the air flow under the middle of the upper wing. The aerodynamic compensation of the ailerons and the rudder on the Waco 9, the overhanging shape of which was reminiscent of elephant ears, was not adopted in the new model. The rudder fin could be adjusted to compensate for the propeller torque (torque effect) on the ground. Furthermore, the two cockpits were enlarged, with the front one, which was fitted with two seats next to each other, also received a fuselage flap to facilitate access. The rear pilot's seat was provided with a streamlined headrest.

Technical specifications

Parameter Data of the basic version with OX-5 engine
crew 3
length 7.17 m
span 9.33 m (above), 8.97 m (below)
surface depth: 1.59 m
height 2.75 m
Wing area 26.7 m², modified Aeromarine profile
Empty mass 545 kg
Takeoff mass 919 kg
Top speed 155 km / h
Cruising speed 134 km / h
Landing speed 59 km / h
Service ceiling 3660 m
Range 616 km
Tank capacity 140 l
Engines 1 x eight-cylinder - V-engine Curtiss OX-5 with 90 hp (66 kW)

See also

literature

  • Joseph P. Juptner: US Civil Aircraft Series Volume 1 , Aero Publishers, 1962
  • Joseph P. Juptner: US Civil Aircraft Series Volume 2 , Aero Publishers, 1962, reprinted in 1994 by TAB Books, no ISBN.
  • Joseph P. Juptner: US Civil Aircraft Series Volume 3 , Aero Publishers, 1966
  • Joseph P. Juptner: US Civil Aircraft Series Volume 4 , Aero Publishers, 1967, reprinted in 1994 by TAB Books, no ISBN.

Web links

Commons : Waco 10  - collection of images, videos and audio files

Individual evidence

  1. ↑ Overview of all Waco models
  2. ↑ Joseph P. Juptner, Vol 1, p. 46
  3. ^ Aviation Week of April 13, 1929
  4. ↑ Juptner, Vol. 1, 1962, p. 46
  5. ↑ Juptner, Vol. 1, 1962, p. 81
  6. ↑ Outline sketch of the Fairchild-Caminez engine
  7. ↑ Juptner, Vol. 1, 1962, p. 113
  8. ↑ Designation system for the Waco model
  9. ↑ Juptner, Vol. 1; 1962, p. 115
  10. ↑ Juptner, Vol. 2, 1993, p. 65
  11. ↑ Juptner, Vol. 2, 1993, p. 196
  12. ↑ Juptner, Vol. 3, 1993, p. 65
  13. ↑ Juptner, Vol. 3, 1993, p. 164
  14. ↑ Juptner, Vol. 4, 1993, p. 117
  15. ↑ Juptner, Vol. 4, 1993, p. 130
  16. ↑ Juptner, Vol. 4, 1993, p. 134
  17. ↑ a b Fighter A to Z . In: AIR International March 1996, p. 190
  18. ↑ Joseph P. Juptner, Vol. 1, 1962, p. 48