by Joseph Juptner

A.T.C. #72
(9-28)
CESSNA - MODEL AW

This long-time favorite "Cessna" was a sensitive little beauty possessed of very feminine traits and a completely infectious quality; in a word, it was a charming little airplane. It seemed to be such a natural and compatible combination with the 7 cylinder Warner "Scarab" engine of 110 h.p. With this spunky little air-cooled radial engine coupled to the sensible and clean design of the "AW" the performance derived turned out to be just a little short of remarkable. Remarkable that is, in the sense that it was a 4 place airplane that offered performance usually enjoyed only with higher powered aircraft, and all this was made possible by the sensible use of 110 h.p. During this period of aviation development it became almost imperative for an airplane "type" to prove itself worthy before one and all, by making a good show in the many air-derbies and air-races that were being held frequently in various parts of the country. "Cessna's" numerous rousing victories against airplanes packing much more horsepower, proved it to be an airplane of good breed and very high caliber. It certainly proved its sound design and proved also that speed was one of the "Cessna's" foremost inherent qualities. Matched power for power, it would out-perform many of the best of them.

In its basic form the Model AW as pictured here, was still typical to the earlier "Anzani" powered Model AA; it was a fully enclosed high wing monoplane with a stout one-piece full cantilever wing and a slim, trim fuselage that seated four. Perhaps a little tight, but chummy. Two passengers were seated in the back on a bench-type seat and the pilot and one passenger sat up in the forward section, using the front spar as a head-rest. Visibility was quite good due to the absence of struts and wires, and two handy doors were provided for easy entrance and exit. The Cessna AW was often described as very feminine and capricious, but when mastered with a firm hand and good understanding, it behaved quite well; being capable of a performance that was scintillating yet economical and efficient. These little monoplanes, if coaxed and treated right, were very well-behaved and though nimble and spirited, were still inherently stable from most attitudes through the "pendulum stability" of the high wing design. This basic design was so satisfactory that it was used without much change for over 25 years. Clyde V. Cessna had always been an enthusiastic advocate of the monoplane type, because of it's greater aerodynamic efficiency, and especially for the monoplane of the full cantilever internally braced type; his convictions have since been proven beyond a doubt.

For two years running, Earl Rowland and his Model AW pictured here, were beating everything in class and often out of class. This airplane was used so successfully in the 1928 air-derby and air-race season, and the only changes made to the airplane for the 1929 season were the addition of an "N.A.C.A. type" anti-drag cowling over the Warner engine. Earl Rowland was first in the Class A division of the 1928 Air Derby from New York to Los Angeles, during the air-races at L.A., he came in first in two civilian free-for-all heats. He placed 13th in the National Air Tour for 1929, then won Class D in the Miami to Cleveland Air Derby. Another "Cessna AW", also shown here, was flown by Parker "Shorty" Cramer to a new record for light planes in early 1929 by making a flight of more than 10,000 miles from Wichita, Kansas to Detroit, Mich. and then on to Nome, Alaska and into Siberia, with a return trip ending in New York City. It was the first commercial airplane to make such a trip into frozen Siberia, and this was surely a phenomenal flight for such a light airplane. But the Model AW was not always dashing around breaking records, it did serve and very well too, as a personal-type airplane. Business houses used it to transport salesmen and executives around the country, and it was even known to carry passengers up on "Sunday rides" at "three bucks" apiece.

The type certificate number for the "Cessna AW" was issued in September of 1928 and the model was built through 1929, according to factory records 50 airplanes of this type were built. The Model AW was quite popular and was going very good, with prospects ahead for a great future but when the bottom dropped out of the aircraft market due to the crippling "depression", Cessna found it rather hard to keep going and the "AW series" production was halted for the time being. It was still built on order, and then the "DC-6 series" were developed as sort of a last-ditch stand.

Just a few years ago there was a forlorn looking "Cessna AW" parked off to the side at one of the airports, and inspection revealed that it was absolutely rotting away; it was such a pity, because it was already beyond practical repair and probably would never be rebuilt. But leave us not dwell on this somber note, because there are still a few of the old "Model AW" flying. The "Cessna" Model AW was manufactured by the Cessna Aircraft Co. at Wichita, Kansas with Clyde V. Cessna as the president and chief engineer.

Listed below are specifications and performance data for the Warner "Scarab" powered "Cessna" Model AW; wing span 40', chord at root 86", chord at tip 58", (M.A.C. 66"), wing area 224 sq. ft., airfoil "Cessna" (Mod. M-12), length 24'9", height 6'11", empty weight 1225, useful load 1035, payload 550, gross wt. 2260 lb., max. speed 125+, cruise 105, land 42, climb 620, ceiling 12,000 ft., gas cap. 40 gal., oil 4.5 gal., range 630 miles. Price at the factory was $6,900 with a wood propeller, and $7,115 with a metal "prop", this was later raised to $7,500. The fuselage framework was built up of welded chrome-moly steel tubing, faired to shape with wood fairing strips and fabric covered. The wing framework was built up of one-piece laminated spruce spars and spruce and mahogany plywood built-up ribs, also fabric covered. The internally braced full cantilever wing was built up in one continuous piece and was tapered in plan-form and section, it was bolted directly on top of the fuselage. The forward occupants used the front spar of the wing as a head-rest, the two rear occupants were seated between the spars with headroom provided by the omission of ribs in that area. For other construction details refer to previous chapter covering the model AA.

CAPTIONS:

Fig. 234. The "Cessna" Model AW, powered with Warner "Scarab" engine of 110 h.p.

Fig. 235. Though capricious and very feminine in behavior, the "Cessna AW" was an outstanding airplane.

Fig. 236. Earl Rowland and the "Cessna AW" had chalked up many rousing victories in the 1928-29 season. Note excellent view of Warner "Scarab" engine.

Fig. 237. This "Cessna AW" had flown into Siberia and back, a trail-blazing trip of over 10,000 miles.