REVISED: 12/28/08

Travel Air

SEE ALSO Curtiss-Wright-Travel Air

26 Jan 1925: Travel Air Mfg Co (fdrs: Walter Beech, Clyde Cessna, Lloyd Stearman, pres: Walter P Innes Jr), 471 W First St, Wichita KS; 1926: 535 W Douglas Ave. 1928: Travel Air Co. 1929: Travel Air Div, Curtiss-Wright Airplane Co. 1931: Curtiss-Wright Airplane Co, Lambert Field, St Louis MO.

NOTE: Travel Airs generally featured overhanging "elephant ears" ailerons on 1000, 2000, 3000, A-4000 and W-4000; round wingtips all others. V-type gear with shock cords on 2000, 3000, A-4000, E-4000, K-4000 and W-4000; knee-type, oleo strut gear all others.

Lycoming Co claims that on 3 Apr 1929 the first appearance of a Lycoming aircraft engine, a 215hp R-680, was used for trial flights on a Travel Air biplane, but on exactly which model was not stated. We're still searching ...

  Travel Air 4-D

4-D 1929 (ATC 254, 2-169, 2-300) = 3pOB; 220hp Wright J-5; span: 33'0" length: 23'4" load: 1043# v: 130/110/52 range: 520. $7,960; POP: 19, of which two were converted to E-4000. Performance was higher with cowl and wheel pants. Approved for 240hp Wright J-6 under (2-169) for [NC9961] and (2-300) for [NC467N].
  Travel Air 4-P [NC419N]

4-P (4-PT) 1929 (ATC 280, 2-160) = 3pOB; 140hp ACE La-1 (Jacobs); span: 33'0" length: 24'6" load: 857# v: 115/97/45 range: 485. $6,240; POP: 1 [NC419N]
4-S 1929 = 4000 with experimental Powell motor. POP: 1 [X469N].
  Travel Air 4-U [NC5288] (Wichita State Univ Library)

4-U 1930 (ATC 2-432) = Conversions of 2000 and 4000 to 130-160hp Comet by O W Timm Aircraft Co of Glendale CA. POP: 16.
  Travel Air 6-B (Joseph Juptner coll)

6-B (Curtiss-Wright) 1930 = 6000-B with 330hp Wright J-6; span: 48'7" length: 31'5" load: 1713# v: 135/115/66 range: 575. POP: 8.
  Travel Air 10-B [8844] (Eugene Palmer coll)

10-B 1929 (ATC 278) = 4pChwM scaled down from 6000; span: 43'6" length: 26'10" load: 1270# v: 126/106/55 range: 550.
  Travel Air 10-D [418N] (Dennis Parks coll)

10-D 1929 (ATC 278) =10-B with 300hp Wright J-6 [8844]. POP: 11 [NC150V, NC368M, NC374M, NC414N/416N, NC418N, NC471W, NC676K, NC693K/694K]. Design led to Curtiss-Wright CW-15.
  Travel Air B-11D [NR612K] (Steve Wright coll)

11, B-11D 1929 (ATC 2-399) = 2pOB; 240hp Wright J-6. POP: 2 for competition, the first one converted from D-2000. B-11D was a modified 4-D with 240hp Wright J-6 under (2-399) for competition in the Nationals [NR612K].
12 - 2-3pOB.
12-K (Curtiss-Wright) 1931 (ATC 406) = 125hp Kinner B-5; span: 28'10" length: 20'7" load: 636# v: 112/95/45 range: 420. $4,288; POP 2 [NC437W, NC445W].

12-Q (Curtiss-Wright) 1931 (ATC 401) = 90hp Wright-Gypsy; span: 28'10" length: 21'5" load: 654# v: 105/88/44 range: 600. $3,500; POP: 27.

  Travel Air 12-W [X434W] (Joe Juptner)

12-W (Curtiss-Wright) 1931 (ATC 407) = 110hp Warner Scarab; span: 28'10" length: 20'10" load: 614# v: 117/99/45 range: 480. Third in the Model 12 sport-trainer series. $4,455; POP: 12.

  Curtiss-Wright Travel Air CW-A-14D [NC12329]

14, 16 SEE Curtiss-Wright CW-A-14, CW-16.
  Travel Air 1000 "Old #1" [C241] (company ad)

1000 1925 = 3pOB; 90hp Curtiss OX-5; span: 33'0" length: 23'6" load: 650# v" 97/85/38 range: 450; ff: 3/13/25 (p: Walter Beech). $3,500, $2,195 in 1930. First of the Travel Air line, officially introduced in March 1926 as the Maiden Wichita. Interestingly, a full-page company ad in Aero Digest of Aug 1928 featured "Old Number One" as being built in 1924 (the company was formed on 1/26/25), bought by O E Scott of St Louis, with a photo showing a tail number [C241] c/n 1. Since licensing came in 1927, it was obviously licensed and the photo made about that time. Presently in EAA collection, on display at Beechcraft Heritage Museum.
  Travel Air 2000 [NC6146] (K O Eckland coll)
Curtiss-Wright-Travel Air 2000 C-W wing, Continental W-670 [NC4952] (Dan Shumaker)

2000 1927 (ATC 30, 2-25, 2-42) = 3pOB; 90hp Curtiss OX-5; span: 34'8" length: 24'2" load: 845# v: 100/85/40. Improved Model B. $2,950, $3,677 in 1929; POP: about 600. (2-25) for 120hp Anzani installation; (2-42) for twin EDO floats.
2000-T 1931 (ATC 2-368) = 115hp Milwaukee-Tank V470/V502. POP: 15.
  Travel Air 3000 [3824] (TKnL coll)

3000 1926 (ATC 31) = 3pOB; 150hp Hisso A; span: 34'8" length: 24'3" load: 926# v: 112/100/46 range: 425, or 180hp Hisso E; v: 119/105/46 range: 400. Similar to 2000. POP: about 50.
  Travel Air 4000 [NC2078] (William T Larkins)
  Travel Air 4000 modified with Ranger engine as Frank Tallman's "Wichita Fokker" for film work (K O Eckland)

4000 1926 (ATC 32) = 3pOB; 220hp Wright J-5; span: 34'8" length: 23'6" (?>23'10") load: 762# v: 130/110/45 range: 525. Ring cowls and balloon tires marked later versions. $9,800; POP: 99, many of which were conversions of older models.
4000-CAM SEE 8000.

4000-SH SEE 9000.

4000-T 1930 = Conversion of C-4000 for 1930 Safe Airplane competition with 300hp Wright J-6, Curtiss-built wings, floating ailerons. POP: 1 [X165V], later converted to D-4-D.

  Travel Air 5000 Original windshield
  Travel Air 5000 Dole Race Oklahoma (Les Forden coll)

5000 1926 (ATC 2-27) = 5pChwM; 150hp Axelson; span: 50'5" length: 30'0". POP: 14, of which 8 with 200hp Wright J-5 to Natl Air Transport in 1927, and 2 with 220hp Wright J-5C (length: 30'8" load: 1440# v: 123/105/55) for 1927 Oakland-Hawaii Dole Race winner Woolaroc (p: Art Goebel) [NX869], and entrant Oklahoma (p: Bennett Griffin) [NX911].
  Travel Air 6000B [NC8878] (Dave Ostrowski)
  Travel Air S-6000B [NC9914] (WASM)

6000, 6000-B 1929 (ATC 100, 2-28, 2-167, 2-234, 2-296) = 6pChwM; 220hp Wright J-5; span: 48'7" length: 30'10" load: 1670# v: 120/102/55 range: 560. Improved version of 5000 for $12,000; POP: ??; prototype [X4765] under (2-28), superseded by (100), but almost all were eventually converted under (2-167, 2-234 and 2-296) to 300hp Wright J-6 as S-6000B.
  Travel Air 7000 Poor quality but only known picture of it

7000 aka CH7000, CW7000 1926 = 5pO/CB; 180hp Hisso E; span: 34'8". Rare cabin version of the biplane series. POP: probably only 1 [4261] c/n 361. CW7000 scheduled for Wright J-4/-5. Both CH and CW were supposedly included under a Group 2, which failed to turn up in a record search.
  Travel Air 8000 [3562] (ad: 1928 Aero Digest)

8000 1928 (ATC 37) = 3pOB; 120hp Fairchild-Caminez 447; span: 34'8" length: 24'4" load: 825# v: 110/92/42 range: 500+. $5,000; POP: 3 [3562 (later converted to Model B), C5091, x]. Alternate designation was 4000-CAM.
  Travel Air 9000 [3791] (Joseph Juptner coll)

9000 1928 (ATC 38) = 3pOB; 125hp Ryan-Siemens; span: 34'8" length: 28'8" load: 825# v: 112/92/43 range: 450. Converted from 3000 and 4000. $5,000; POP: 4 to 5. Alternate designation was 4000-SH.
A 1925 = 3pOB; 90hp Curtiss OX-5. The initial straight-axle Travel Air design. POP: undetermined, since production figures were lumped together with B and subsequent 2000 models.
A-4E 1930 = Uncertain model, most likely E-4000 with 300hp Wright J-6. POP: 1 [NC479N].
A-6A SEE Curtiss Wright CW-A-6A.
  Travel Air A-4000 [X9017] (Eric Blocher coll)

A-4000 1929 (ATC 148) = 3pOB; 120-150hp Axelson (Floco); span: 34'8" length: 24'6" load: 995# v: 108/92/47 range: 550. $5,750-6,240; POP: 9.
  Travel Air A-6000A

A-6000, -6000-A 1929 (ATC 116, 2-76, 2-308) = 6pChwM; 450hp P&W Wasp C; span: 54'5" length: 31'2" load: 2025# v: 140/120/60 range: 680. $18,000; POP: 25. (2-76) was for eight 7p conversions; (2-308) for 420hp P&W Wasp C as A-6000-A Special.
B 1926 = 3-4pOB similar to Model A with divided axle. Became 2000.
B-11D SEE 11.
B-2000 1927 = 2000 redesignated.
  Travel Air B-4000 [8716] (Eugene Palmer coll)

B-4000 1920 (ATC 146) = 3pOB; 220hp Wright J-5; span: 33'0" length: 23'4" load: 1007# v: 128/110/52 range: 530. Tripodal pneumatic landing gear. $8,500; POP: about 25.
B-6000 SEE S-6000B.
B-6 1925 = B-2000 with 160hp Curtiss C-6 and 31'6" modified wing, without elephant-ears. POP: 1.
  Travel Air B9-4000 (Dan Shumaker coll)

B9-4000 1929 (ATC 2-381) = 3pOB; with 300hp Wright J-6. POP: at least 6, of which some were conversions of earlier 200hp J-5 models.
BA-4000 1929 = 4000 with 150hp Axelson.
BC-4000, SBC-4000 1929 (ATC 189, 2-154) = 3pOB; 185hp Curtiss Challenger; span: 33'0" length: 24'6" load: 1007# v: 124/105/48 range: 630. Similar to C-4000 but with tri-gear. $6,500; POP: 1, later mounted on floats under (2-154) as SBC-4000 [C9821].
  Travel Air BE-4000 [NC696H] (Joe Juptner coll)

BE-4000 1929 = Same as E-4000 with tripod-braced landing gear, unbalanced ailerons. POP: 12.
BF-4000. 1930 - Initial designation of 4-D.
BH 1926 = Same as B with 150hp/180hp Hisso A/E [11509].
BM-4000 1929 (ATC 147) = B-4000 with Wright J-5 modified as 1p mail carrier. POP: 7.
  Travel Air BW (Peter Bowers coll)

BW 1926 = Same as B with 200hp Wright J-4. Winner of the 1926 Ford Reliability Tour (p: Walter Beech). Became CW-4000 series.
  Travel Air C-4000 from A-4000 [C8842] (Dave Hatfield coll)

C-4000 1928 (ATC 149) = 3pOB; 185hp Curtiss Challenger; span: 33'0" length: 24'6" load: 1007# v: 124/105/48 range: 630. Some were the first of the "Speed Wing" models without elephant-ears. $6,275. POP: 22, plus 7 converted from 2000, and 2 from E-2000.
  Travel Air CH (EAA coll)

CH aka CH-4000 1926 = 5pO/CB; 180hp Hisso E. 4p cabin, pilot sat in open cockpit. POP: 1. Became 7000 series.
CW aka CW-4000 1927 = 5pOB; 200hp Wright J-4. POP: 3, one with 220hp J-5.
  Travel Air D-4-D (Clark Scott coll)

D-4-D 1930 (ATC 2-178) = Approval for "Speed Wing" conversions of 2000, 3000, and 4000 to 240hp Wright R-760. POP: about 10.
D-2000 1929 = 1p 2000 narrower-fuselage competition modification for Art Goebel, named Chaparral. Later rebuilt as Model 11. POP: 5.
D-3000 1928 = 3000 with straight wing used for competition.
  Travel Air D-4000 [NC9040] (K O Eckland coll)

D-4000 1929 (ATC 2-84, 2-222) = 1-3p "Speed Wing" version of J-5 4000. POP: 17. (2-222) for modifications as D-4-D Special.
D9-4000 1929 = 1p D-4000 with 300hp Wright J-6. POP: 1 competition model for Art Goebel [NR481N].
DC-4000 1929 = "Speed Wing" version of C-4000. POP: 1 [8843].
DK-4000 SEE K-4000.
  Travel Air DW-4000 [6269] (Dan Shumaker coll)

DW-4000 1929 = "Speed Wing" version of W-4000. POP: 1 prototype [6269].
E-4000 1929 (ATC 188, 2-156) = 3pOB; 165hp Wright J-6; span: 33'0" length: 24'1" load: 1007# v: 120/103/48 range: 650. A few with elephant-ear ailerons on conversions of older models. $6,425; $5,850 in 1930; POP: 59. (2-156) superseded by (188).
Huff-Daland 1928 (ATC 2-26) = 1pOB; 90hp Curtiss OX-5. POP: 2, contract-built as Louisiana crop dusters.
J4-4000 1930 (ATC 2-243) = 3pOB; 200hp Wright J-4. Modified 2000 and 4000. POP: 6.
  Travel Air K-4000

K-4000 1929 (205) = 3pOB; 100hp Kinner B-5; span: 33'0" length: 24'8" load: 940# v: 100/88/43 range: 425. $5,000±; POP: 7, of which one converted to 4-U [NC9963], and one fitted with "Speed Wing" as DK-4000 [8841].
L-4000 (Parks Air College) 1941 (ATC 2-560) = 2p 4000 upgraded with 225hp Lycoming R-680. Repowered flight school planes. POP: 2 known, perhaps several more.
  Travel Air R [NX614K]

R (S) Mystery Ship 1929 = 1pOlwM; 400hp Wright supercharged Cyclone; span: 29'2" length: 20'2" load: 456# v: 235/150/70 range: 525. Walter Burnham, Herb Rawdon. POP: 5, of which 3 were racers [R614K, NR482N, NR1313]. R became S through a newspaper's abbreviation of "Mystery Ship" to "Mystery S." One plane, with 300hp Wright, was bought by the Italian government in 1931 "for study" [11717]. 1930 second place Thompson [NR482N] (p: Jim Haizlip). As Texaco 13 (p: Frank Hawks) [NR1313], set transcontinental speed record 1929 and was at the time faster than any extant military plane, continued in 1930-32 to establish numerous new intercity speed records in the US and Europe.
  Travel Air R-613 [NX613K] (Beechcraft)
  Travel Air R Chevrolair [R613K]

R-613 Mystery Ship 1930 = 250hp Chevrolair D-6; span: 29'2" length: 21'0". POP: 1 [NX/R613K], later refitted with 330hp Wright R-975 for Florence "Pancho" Barnes. 1929 Thompson Trophy [R613K] with inverted 250hp 6-cyl Chevrolair inline (p: Doug Davis). At the 1968 Tallmantz auction, word got around that 67-year-old Pancho was there, hoping to buy her plane to restore. When the auctioneer announced a low starting bid, Pancho waved her bid paddle. That was followed by silence. The auctioneer got the message, so he nodded and pointed at her, "Sold!" and the audience applauded.
  Travel Air S-2000 [NC663H] (Huntsville Madison County Library coll via Otha H Vaughan Jr)
  Travel Air S-2000 converted to 4000 [NC8708] (Michael Skott)

S-2000 1927 = Floatplane version of 2000 with 102hp Curtiss OXX-6; a few modified as landplanes.
  Travel Air S-6000B [NC9914] (WASM)

S-6000B aka B-6000 1929 (ATC 130, 2-138, 2-153, 2-294, 2-302) = 6pChwM; 300hp Wright J-6; span: 48'7" length: 30'10" load: 1622# v: 130/110/60 range: 550. $13,000; POP: 55, including modifications of 6000. Evolved into 6-B. (2-138) was issued for 7p conversions; (2-153) as 5p 6000-B Special; (2-294) for 4p conversions, with (2-302) for weight adjustments.
  Travel Air S-6000D [NC677K] (Tom Harnish coll)

S-6000D 19?? = no data.
SA-6000A 1929 (ATC 175) = 6pChwMF; 450hp P&W Wasp; span: 54'5" length: 31'2" load: 1824# v: 130/108/65 range: 540. Pontoon version of A-6000. $20,000; POP: at least 2.
SBC-4000 SEE BC-4000.
SC-2000 1929 (ATC 111) = Same as 2000 with 160hp Curtiss C-6; span: 34'8" length: 24'2" load: 941# v: 120/102/48 range: 500. $4,000; POP: 2 [NC7574, NC8110], possibly one more.
SC-4000 19?? = Uncertain type; could be one of the modified Z-4-D dusters [NR375M] or confusion in data with BC-4000.
SD-2000 1928 = Same as 2000 with 150hp Aeromarine B. POP: 1 [X6416], later converted to 4000.
V-4000 1930 = 4000 with 180-200hp Velie.
W-4-B 1930 = 1p competition-modified D-4000; span: 23'8" length: 20'2". Ted Wells. Fully cowled; flaps and wing slots; I-struts. POP: 1 [NR6129] as Ted Wells Special; destroyed in a crash on 9/10/30.
W-4000 1928 (ATC 112, 2-35) = 3pOB; 125hp Warner Scarab; span: 34'8" length: 24'8" load: 906# v: 108/93/43 range: 500+. $5,575; POP: 27. (2-35) for initial production superseded by (112).
Z-4-D 1930 = 4-D as crop duster with 300hp Wright J-6. POP: 2 [410N, NR375M], of which one was possibly exported.