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New Haven Municipal Airport Opens August 29th 1931
By Floyd Newton, Chairman
Municipal Airport Commission
On August 29, 1931, New Haven's new Municipal Airport was formally dedicated and opened for operation. For over a year workmen have been busily engaged transforming what was once a thickly wooded and swampy area into what can now be classified as one of the leading airports in the country with the most modern equipment of any airport in New England.
The new Municipal Airport is located at Morris cove, four and three-quarter miles southeast of the City's center and one and one-half miles from the center of East Haven. It is partially in the Town of East Haven, a special act of the state Legislature having been necessary before New Haven could acquire this land. This act was passed and arrangements for the purchase of the site made by the Mayor's Advisory Air Board under the personal direction and largely due to the personal efforts of James W. Hook.
The location of the airport is a particular asset as it is readily accessible to New Haven and East Haven by paved highways and trolleys. The east shore, Lighthouse and Morris Cove, are permanent landmarks which serve as guides to pilots of incoming ships.
New Haven can consider itself fortunate in securing a large level tract of land so close to the center of the City and at such a reasonable price. The land for this port was purchased in 1929 for the sum of $65,000.00. The purchase price included 236 acres of land, 179 of which are situated on the west side of Thompson Avenue, now under development, and the remaining 57 acres are on the east side of Thompson Avenue. When this site was purchased approximately 100 acres or nearly the entire section now nearing completion was heavily wooded and thick with underbrush. The remaining portion was swamp and meadow land.
The engineers, Westcott and Mapes, Inc., retained by the city to do the engineering work on this development, after studying the possibilities of the site from all angles and making extensive tests to determine all characteristics and drainage qualities of the sub soil, concluded that this port could be developed as an "all way" field without the necessity of bringing in fill from any outside sources. The area developed was brought to the required grade by the "cut and fill" method of transferring of earth from one location to another. In order that the field should be available for use in all seasons of the year and to properly maintain the surface condition, it was necessary to install artificial drains these drains take care of excess ground water as well as surface run-off and are designed to drain the field of a two inch rainfall within twelve hours. The entire sub-drainage and surface draining systems discharge into open ditches which in turn flow into new Morris Creek.
When the property was purchased Morris Creek cut directly through the center of the field. It was not possible to eliminate this Creek as it was a natural outlet for four and one-half square miles of water shed to the north of the property. This area includes all of the hills and lowlands between Fort Wooster Park section of New Haven and Town of East Haven. The cost of constructing a cover or culvert of sufficient capacity to properly take care of spring rains and winter thaws and at the same time maintain a water level as low as possible was prohibitive. A new channel was dredged along the west boundary of the field and the waters of Morris Creek were thereby diverted from their old course. The bed of the old creek was then filled to the level of the field.
After removal of the trees and underbrush, the field was ready or grading. The work required the moving of approximately 450,000 cubic yards of earth. he loam and humus was first removed and stored in piles while the sand, gravel and clay, aking up the substratum, was moved to make up the proper grade. The loam was then evenly spread over the entire area adequately fertilized to insure a firm and healthy sod and grass seed was sown.
The equipment used by the contractors in developing the field was the most modern known to airport development otherwise the cost of developing the field would have been greatly in excess of that which the City has paid and the airport would not have been available for a long time to come.
About 65 acres of the developed area were seeded. This section already has a good growth of grass which has been mowed several times and it will doubtless have a sufficiently tough surface to withstand the wear of airplanes by the time the port is open. It is of interest to note that if all of the earth fill moved on the area during the construction of the port were loaded in standard dump trucks and these trucks lined up end to end, the line would extend almost a thousand miles or a distance from New Haven to Chicago. Also if all of the pipe used in draining the field were laid end to end, the line would extend from the airport almost into the town of Milford by way of Milford Turnpike.
There is a more or less common impression that any field where airplanes may land is an airport, where as most of these are at best only emergency landing fields. An airport is an area of land or water of sufficient size for the safe operation of aircraft, the taking off and landing of aircraft and having the necessary facilities for reception of passengers and cargo, servicing and storing of aircraft and accommodations for the comfort and convenience of passengers and public. The port must be properly identified for day and night operations. The approaches must be free from obstructions and the field of such size as to permit of safe operations under all weather and wind conditions. The New Haven Municipal Airport will conform to all these requirements.
The accompanying diagram will show that distances varying from 2300 feet to 2850 feet will be available for landing and taking off of planes regardless of wind direction. The port may be easily found by strange pilots owing to its nearness to the harbor and the coastline. The approaches to the port are ideal, there being no obstructions in the nature of high buildings or smokestacks and there being only one hill near enough the port to interfere in any way with flying operations and that being so small that it can easily be passed on either side regardless of wind direction.
The first wing of the Administration Building is nearly completed. This will take care of all present needs and is designed for enlargement into a beautiful and commodious building when the development requires it. The present structure will provide all of the necessary conveniences for the ordinary demands of the flying public under present conditions. Of course it would not be practical under present circumstances to erect a building that would handle the crowds that may want to be present at the port on special occasions such as the dedication of the field, air meets, or like. The Administration Building will contain an office for the airport manager, also one for the state flight surgeon as well as examining rooms for prospective pilots and a waiting room for public use. It will also contain the electrical control equipment for the various lights and signaling devices used on the airport. A small garage building has been erected near the Administration Building which houses the special airport fire fighting equipment. These two buildings are situated on the east side of the field and are quickly accessible from Burr Street, which is the nearest approach to the field from the center of New Haven.
Two other buildings are situated on the north side of the field, one of these being a field equipment storage building and the other houses the single flood light which will illuminate the whole landing area for night flying. The flood light building is a two story structure of fire proof construction the lens being on the second floor fifteen feet above the field level, while the first floor houses the auxiliary equipment such as transformer, motor generator and control panel. The light as well as all of the boundary lights and obstruction lights on the field are operated from the manager's office in the Administration Building. The flood light may also be operated from the flood light building. This single light will entirely illuminate the field and uniformly distribute a light beam of four million candle power intensity. While the beam which it throws is strong enough to enable one to read ordinary newspaper print at a distance of one-half mile, nevertheless, it is focused so close to the ground that nowhere on the landing area will the light beam be more then forty feet above the ground. This is a great help pilots bringing their ships onto the field for landing. The light consists of an automatically fed arc and a high powered accurately ground imported lens. It is provided with an auxiliary incandescent lamp which in the event that the arc should burn out or fail will immediately and automatically come into use and provide sufficient light for landing of ships.
A revolving beacon will be placed on the highest point of land near the field, namely, the hill to the northeast. This light throws a beam of one million candle power intensity into the skies and will be visible to pilots in the air for a distance of twenty to fifty miles depending upon weather conditions. It will be entirely automatic and operated by means of an astronomical clock which will turn it on at sunset and off at sunrise. The light itself is of the double drum type revolving six times per minute and throwing alternate beams of white and green light. This combination signifies to the trained pilot the presence of an airport as opposed to the plain white beam which is used to mark airways. In the event that the high tenacity bulbs should burn out, each drum is equipped with an automatic lamp changer which will immediately place a new light in operating position and also turn on a small pilot light warning the field personnel of the existing condition.
On the beacon tower will be located an illuminated wind stock to help pilots determine the exact wind direction.
The developed landing area is about 110 acres. The approaches are so ideal that this is all available for landing and taking off which has the practical effect of adding greatly to the size of the field as compared to some fields which are located in valleys or adjacent to high obstructions.
Much credit is due the engineers, Westcott and Mapes, Inc., who have engineered a field of which New Haven may well be proud. They have worked untiringly on the project and their representative, Mr. A. G. Beaulieu, has been a constant attendant at the weekly meetings of the airport commission. The Airport Commission spared no pains or efforts to give New Haven the best possible airport in the shortest possible time. Their weekly meetings lasting on an average from 7:30 to 11:00 o'clock PM, have made it possible for the engineers and the contractors to proceed uninterruptedly in a new development where there was very little in the way of precedent already established as a guide. Other cities may have secured similar airports for less money owing to more favorable conditions but many cities have spent a million or more dollars to get an airport such as New Haven now has. The citizens of New Haven have spent nearly a half million dollars for the development of their airport. They will spend many thousand dollars each year for its up-keep and maintenance. It is hoped that the New Haven Public and the New Haven business interests will take advantage of the many opportunities for pleasure, convenience and increased business that this airport affords.
For 30 years, starting in 1931, it was called the municipal airport and managed by John Tweed, the first person to plug such possibilities, made his name synonymous with aviation here. Only eight years after the Wright brother's first flight in 1903, teenager Tweed bumped a fragile, self-built flying machine against a Madison stone wall. Later he became a Navy flier in World War 1. In 1925 he set up the New Haven Terminal at Morris Cove, using surplus Navy seaplanes for charter flights. When the Viking Flying Boat Corp. began to manufacture seaplanes here Tweed became its test pilot. In the late 1920's the New Haven Register ran a series of front page news reports on the flight of two Vikings, one piloted by Tweed, to a Viking terminal in Miami. Only two hours out the planes were forced down near Monmouth, N.J., by rain and strong winds. The pontoon craft settled on rising waves and the pilots stayed aboard all night, taxiing seaward when pushed too near shore. The next reported stops were Cape May, fuel; Manteo on Reanoke Island, overnight; Beaufort, N.C., for gas; Charleston, overnight in heavy rain; Jacksonville, next day; then Miami.
With such basic experience, Tweed volunteered as secretary of New Haven's first airport committee in 1925. In 1930, the Municipal Air Board appointed him manager of the new airport at $3,600 a year. For 30 years he worked, often ingeniously, to improve the field and terminal. During his final illness in 1961 the community honored him by redesigning the airfield in his name.
Thursday, July 28, 1946. Civic and Federal officials yesterday completed plans for ceremonies marking the resumption of passenger, mail and freight service from the Municipal Airport as air-minded New Haveners looked forward to the return of the community's aerial link with the nation and the world after four years of wartime suspension. Arrival of a 21-passenger twin-engine DC-3 transport at the New Haven field at 12:03pm with officials of the American Airlines aboard will open a program highlighted by a civic luncheon at the Town House at 12:30 and picking up of air mail from the green by a helicopter at 2 o'clock. Thursday's program will inaugurate a two flight daily schedule from New Haven by American Airlines. A west bound plane will leave the airport daily at 12:08 for New York and will connect with afternoon flights to Chicago, Washington DC, and points west. The East bound plane for Boston will leave the Airport at 3:46pm daily.
Trevor A. Cushman, chairman of the chamber of commerce aviation committee which is handling Orangemen's for the day's activities, has announced that Cyrus R. Smith, chairman of the board of directors for American Airlines and president of its overseas division, will be the principal speaker at the town house luncheon. During the war, Smith was on leave of absence and served with the Army Transport Command which established world wide air transportation for service personnel.
The rescheduling of Allegheny Airlines service to Tweed-New Haven Airport October 1st 1969, marks the beginning of what is hoped will be an upward climb for the facility - culminating with the reintroduction of jet service in December.
The first flight to touch down Wednesday morning will mark a return to normal following a summer of improvements, including construction of a new $180,000 control tower, expansion of the terminal building and resurfacing of the main runway. From the point of view of passengers, the airport will appear greatly improved. The new ticket counters and enlarged waiting room with its panoramic view and increased seating capacity will be evident immediately.
The Airports terminal building got a face lift in the summer of 1949, then the New Haven Municipal Airport administration building got a $41,000 addition. The job was a $120,000 improvement program half financed by the Civil Aeronautics Authority, the remainder by the City. The contractor was Jack A. Halprin, Inc.
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A Commemorative Fifty Year History of Tweed-New Haven Airport
By Susan E. Miraglia
The New Haven Colony Historical Society
The history of New Haven air travel dates back to 1785 when John Meigs, a Yale tutor, built and launched two hot air balloons. The first was launched in April from the New Haven Green and landed atop a nearby house owned by another Yale tutor, James Pierpont. The second balloon was launched in May from the same site, however its landing was not as smooth as that of its predecessor. The local militia was drilling on the green and upon spotting the gaily painted balloon, they proceeded to shoot it down. Although both of these flights were unmanned, they marked the beginning of a local interest in air travel.
The late John Hancock "Jack" Tweed claimed that the first airplane to be sighted in the area was Curtiss Pusher piloted by Lincoln Beachey over Yale Field in 1908.
The first actual landing in New Haven was at Yale Field in 1912, when Canadian A.J. McCurd brought down the Wright biplane he was piloting. Both Beachey and McCurd were pioneer aviators whose exhibitions at Yale Field served to further spark curiosity in aviation in the Elm City.
During the early years of aviation, Yale Field served as a convenient place for landings and take-offs. The growing significance of the aeronautical industry was first officially recognized in November, 1922, when Mayor David E. Fitzgerald established a commission to foster local interest in aviation and to select potential sites for development of an airport. Commission member James W. Hook was responsible for the selection of the airport site based on its close proximity to the city and favorable ground conditions. The purchase of 220 acres of land for $65.000 was secured by an option in the name of the city which was paid by Messrs. James W. Hook and Thomas M. Steele to prevent outside speculation. The entire piece of property was purchased from one individual and was situated on the New Haven-East Haven boundary, a fact which would take on considerable importance over the years.
The ground breaking ceremonies for the new airport were held on November 11, 1929. Mayor Thomas H. Tulley and Governor John H. Trumbull officially started construction with a gold and silver spade, air-delivered to them by Ed Sherman who parachuted from a New Haven manufactured Viking "Kitty Hawk" piloted by Jack Tweed. The extensive two-year construction came to a close with the official dedication of the New Haven Municipal Airport on August 29, 1931.
Jack Tweed was appointed to be the first manager of the facilities "Mr. New Haven Airport" was a logical choice for the position; his early interest in flying was demonstrated by his now famous 1912 flight in which, at the age of seventeen, he took off in a kite-like plane of his own making. Young Jack had constructed a fabric and wood biplane with a four-cylinder motorcycle motor and a seat which was positioned out in the open at the front of the plane. The flight lasted only a few minutes and culminated in a fencepost crash-landing, however, it was the beginning of Tweed's life of continuous involvement in aviation. With a background as a Naval flyer and instructor, Jack contributed many years of dedicated service as an airport administrator, dating back to 1925 when he established New Haven's first "airport" the New Haven Air Terminal located on the East shore of New Haven Harbor Tweed ran the company as a private enterprise, test flying locally manufactured Viking Flying Boats.
The nation's first seaplane meet was staged in New Haven in 1926, planning and direction courtesy of Jack Tweed. Parachute jumps, speed boat races and a variety of seaplane and flying boat races were included in the programs. The grand finale was a special race for military flyers with the winner receiving a first prize cup donated by the New Haven Register and first was awarded to a plane flying at the speed of 97 miles per hour! Jack Tweed also held the distinction of having snapped one of the last pictures of the ill-fated dirigible hindenburg as it passed over New Haven en route to Lakehurst, New Jersey in May of 1937. He held the position of airport manager for thirty years, interrupted only for a brief period of two and a half years (1943-1945) during World War II, when the Air Force took over the facilities for the training of radio and maintenance personnel . In June of 1961, the New Haven Municipal Airport was renamed Tweed-New Haven in honor of Jack Tweed at a rededication which was attended by 30,000 people.
As notable as Jack Tweed's role in New Haven aviation history, was the role of the Viking Flying Boat Company. Viking was also a significant part of New Haven's industrial past; during the 1930's Viking produced both the "Kitty Hawk" biplane and the "Viking Flying Boat." The roots of Lockheed Aircraft can be traced back to this New Haven manufacturer through the two brothers who originally headed the firm. Courtland and Bob Gross left Viking in New Haven for California to begin a new business venture which evolved into Lockheed. After the departure of the Gross Brothers, Viking continued production of the Flying Boat and Kitty Hawk at its manufacturing plant at 89 Shelton Avenue until 1934. Production of the "Kitty Hawk" biplane had been inherited through a merger with the Bourdon Aircraft Corporation of Hillsgrove, Rhode Island. Viking manufactured the parts at its Shelton Avenue plant and the planes were later assembled at the airport. The Company's memorable slogan for the plane was: "Flies Like A Hawk--Lands Like A Kitten." Viking also secured exclusive American manufacturing rights to the "Schreck" Flying Boat which originated in France and later became known as the "Viking Flying Boat." Of the thirty "Kitty Hawks" produced, five remain; none of the six original "Flying Boats" are still in existence.
As the airport's role in commercial aviation grew, American, Allegheny and Eastern Airlines included Tweed on their routes between New York and Boston. However, during the 1960's the major carriers began replacing the planes that flew these routes with larger jets. Despite the construction of a $152,000 control tower and terminal expansion in 1968, Tweed's limited facilities prevented major carriers from continuing service. However, it is a crucial link today between all the vacation and business capitals of the world.
Today, the airport's facilities are used by two commuter airlines and many private aircraft. Over it's 50 years visitors and employees at Tweed have seen many celebrated people pass through the airport: Frank Sinatra, Liberace, Sonny and Cher, President John F. Kennedy, and Queen Elizabeth, to name a few.
Tweed New Haven Airport has provided a half-century of service to its patrons and thrills and excitement to lovers of aviation and continues to serve the aviation needs of the residents and businesses in South Central Connecticut.
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New Haven Municipal Airport
By "Ev" Cassagneres
It was just 60 years ago that New Haven was busily preparing to open its "Municipal Airport". Located in the southeast corner of our city, and only four and a half miles from City Hall, with part of the property in East Haven, and practically within sight of Moms Cove.
At the time the property comprised 110 acres of forest and swampland. It had been cleared, drained, leveled and laid out with four grass-and-dirt runways to be used for takeoffs and landings of aircraft. Due in part to the multi-directional runways, crosswinds were not much of a problem to the aviators of the day.
The significant growth of the aviation industry was officially recognized in about November 1922. This was just five years before 25 year old Charles A. Lindbergh flew his single engine Ryan NYP monoplane, the "Spirit of St Louis" all alone, non-stop, from New York to Paris, France in 33 hours and 30 minutes, to become a world hero and legend in aviation history. For many years, he and his lovely wife Anne and their family made their home in Connecticut.
On November 23, 1922, New Haven's Mayor David E. Fiizgerald assembled a commission to study the feasibility of selecting potential sites for development of an airport. Through the leadership of member James W. cook, the present site was established It was a choice location based on its close proximity to the city, and its expansion possibilities. The purchase of the land for $65,000 was secured by an option in the name of the city, which was paid for by Messrs. James W. Hook and Thomas M. Steele, and purchased from Horace Burgess.
Groundbreaking ceremonies were held on November 11, 1929. The new Mayor, Thomas H. Tulley and Governor John H. Trumbull officially started construction with a gold and silver spade. The spade was delivered "via air" in the hands of well-known local parachutist Ed Sherman, after he had jumped from a Bourdon "Kitty Hawk" open cockpit bi-plane. Pilot was John Hancock "Jack" Tweed.
One of the oldest firms in the state, Westcott & Mapes, Inc., (still in existence), was the engineering company hired to do the initial drainage layout In fact, as it turns out, it is the best drained airport in the state. Westcott & Mapes designed and supervised the entire development of the airport.
C. W. Blakeslee & Sons, Inc., general contractors, did the heavy construction, such as bridges over the creek, roads, etc.
The Pusco & Amatruda Company constructed all of the buildings, including the Administration or Terminal building, the little firehouse (no longer there), and one year later, next to the terminal, the hangar and repair shop, and then a 4,000,000 candle power floodlight building.
Mark Linenthal, Engineer of Boston, Massachusetts, wrote up the specifications for the hangar, shop & office building for the Viking flying Boat Company.
Goodrich Oil Burner Mfg. Corp. (Walter H Goodrich & Co., Inc.) furnished and installed the oil burner for the heating system in the Administration building The Company is still in business in the area.
Others, such as Nustone, Shemitz Brothers Electrical Company, all played an important part in this project and are still in business.
The first (unofficial) landing of an airplane was during constriction when an open cockpit bi-plane, A Waco 10 with a Curtiss OX-5 90 hp water-cooled V-8 engine, piloted by Edward J. Callahan flew in from Wallingford Callahan lived in Fair Haven. This happened on Saturday, February 8,1930 the airport was not officially open yet and workmen were still working on grading the field. He actually landed on the East Haven side, right about where the Robinson Aviation facility is presently located. It was the only dirt area that was smooth enough to touch down on. Of course, the landing was illegal. The flight was done on a dare. He landed about 3:30 p m. Well, what can one say, it WAS being built to become an airport, was it not?
Opening day was on Saturday, August 29, 1931. The souvenir program given out that day tells us that the dedication ceremonies started at 9 a m., beginning with a flag raising and a parachute jump by Ed Sherman.
The "official" landing was on this day, about dawn, when Jack Lenox, Chappy Lenox, and Harold Sparks flew in, in 3 open cockpit Warner powered Fleet bi-planes.
Shortly after them the second landing took place when the Connecticut Air Guard flew in 3 Consolidated 0-33 aircraft, having arrived from Brainard Field in Hartford, their home base
Throughout the day, other events captured the public's eye, such as a model airplane contest, flight demonstrations of the latest aircraft, both civilian and military, a tent luncheon, spot landing contest, formation flying by Army and Navy. "Corsair" aircraft, a bomb dropping contest (brown bags filled with flour), a Pitcairn Autogiro (similar to a Helicopter) demonstration and of course passenger rides at $2.50 per person.
The airport on opening day stood the city $475. 000, or roughly $2.80 per capita. This did not include the time and effort contributed by scores of air-minded New Haveners, the Chamber of Commerce, the Mayor's office, bankers, industrialists and others.
The Governor, the Mayor and several thousand visitors were on hand. A picture of the airport apron taken on opening day shows a line of classic airplanes, sporty cabin types to open cockpit bi-planes-doubtless very "hot" ships of the day. Today those very same airplanes are collector's items, highly in demand and extremely expensive
Altogether, in view of the fact that the worst of the depression years lay just ahead, it was an auspicious airport opening the likes of which hundreds of American cities, large and small, have overoptimistically held since the end of World War I.
Two full-fledged aviators of the day were hired by the city of New Haven to oversee the development and operation of the field. They were John Hancock "Jack" Tweed, as Manager, and George A. Wolcott, Assistant Manager.
Both of these men were well suited for the job, and were apostles of aviation. The combinations of talents were perfect.
Jack (as he was best known) was one of the nation's veteran flyers He was the third person in Connecticut to get a pilot's license. In World War I he rose from Seaman 2/c in the Naval Reserve to Lieutenant (j.g.), and served as instructor, helped build the Naval Air Station at Coco Solo, Panama Canal Zone, and was one of the first to fly the jungle route over the Isthmus of Panama.
Without a doubt, Jack Tweed was one of the early pioneers of aviation in the New Haven area preceded only by Lincoln Beachey, J.A.D. MeCurdy. Both of whom used to fly out of Yale field (near the Bowl) in contests put on by the old Yale Aero Club, in 1911. One earlier man, Josiah Miegs, of Yale University, a Yale tutor, who later took over the local newspaper, built two un-manned lighter-than-air ~TA) balloons in 1785 and flew both of them off the New Haven Green. Detailed information can be found in Ezra Stiles diary, preserved in Yale's Beinecke Rare Book Library.
After World War I Jack became a test pilot, made barnstorming, exhibition and long distance flights and was an associate of the leading aviators of the time.
Before taking over the new airport in November 1930, Tweed established and ran the New Haven Air Terminal, as a private enterprise It was located on the east shore of the New Haven harbor. They had one hangar and a ramp into the water, and serviced popular flying boats of the time, such as the Curtiss "F" boat, as they were known. Coincidentally, just a few hundred yards away, the Marlin Firearms Company had a plant and a landing strip, used mainly for flight testing of airborne machine guns, mounted on the nose and firing through the propeller via. Synchronizing mechanism, which they were developing at the time, one of the first in the world. Some rare photos exist of this operation. Jack Tweed was manager up to the time of his death in 1961 The airport was renamed Tweed-New Haven Airport, on June 25, 1961 He relinquished this duty for only two and a half years during World War II, when the War Department took over
George A Wolcott, who learned to fly in New Jersey, was born in S. Orange, in that state. He was a quiet, unassuming, soft-spoken man, with a deep knowledge of not only the airport operations, but of aircraft in general, and the designing and building of them.
Mr. Wolcott began his career in aviation at the old Bethany, Connecticut airport (one of the oldest in the nation), as both manager, and Airways Observer in the Weather Bureau there, in 1930 Ho hold that position for 5 years.
In June of 1934 he began a long association with the New Haven Municipal Airport, under Jack Tweed, and worked in the U S Weather Bureau, which had just opened a weather station in January of that year. They also had a "downtown" New Haven office He was extremely talented in electrical matters, as a radio operator and could repair most any mechanical equipment on the airport Eventually he became Assistant Manager. Eventually he was assigned, by the city government, in April 1943, as manager of base maintenance and all civilian operations, during the military occupation of the field up to about the winter of 1945.
When the airport was again opened for civilian use, he resumed the position of Assistant Manager to Jack W Tweed, and held that position right up until he passed away on June 12, 1962.
George Wolcott lived up in every respect to the title, which he held. But his assistance to airport users went far beyond the call of duty. His, in a very real sense of the word, was a labor of love.
Airports were, in fact, his life. And the fact that he lived that life to the fullest made Tweed-New Haven and the Bethany Airport, not only better places, but also brighter places.
He gave to primarily commercial ventures a personal, friendly touch, never; as one of his superiors stated, counting the hours or any personal inconvenience which might have been a consequence of this service. Such men are rare. But such men are remembered. This writer clearly remembers the man, like it was yesterday, and I miss him.
He will be remembered for a long, long time. His family will find comfort in the knowledge that all those memories will be pleasant, cherished ones.
The city was fortunate indeed to have had the services and deep dedication of these two gentlemen for so many years. Both of them realized the vital importance of safety, and correctly envisioned the great possibilities of air transportation they concentrated every resource at their command on making this airport one that fliers and the public would recommend.
The first secretary to the airport was Miss Rosemary Fagan, who began in October 1931.
During the thirties the airport ran annual air shows, and such notable pilots of the day who participated were Frank Hawks. Rumanian Alex Papana, Clarence Chamberlin, Jimmy Mattern, Parachutists Ed and Edith Sherman (Edith also managed the little lunchroom in the terminal building for a while), Al Williams in the famous "Gulfhawk", and Bert Acosta, among others.
The first scheduled airline to operate out of the airport was Li-Con Airways, Inc., of Islip, Long Island, New York They initiated service on November 10, 1933, and stopped their operations in July 1934. In a very early brochure, I quote-"Travel by air. It is the modern way it provides the swiftest, cleanest, most delightful way to go. Enjoy the magnificent view of Long Island Sound, the Connecticut and Long Island shores. Long Island's beautiful estates. The Atlantic Ocean and a wonderful panoramic view of New York City " They actually linked New Haven with Islip, Bridgeport, Roosevelt Field, L.I., Floyd Bennett Field, Brooklyn and Newark, New Jersey. At Newark they could connect with flights all over the United States, much the same as United offers today with their Chicago flights. Licon operated the comfortable (for the time) Travel Air model 6000, a six seat cabin monoplane, powered with a single 300 hp Wright "whirlwind" radial engine.
In the fall of 1934 American Airlines began operation of both a passenger service as well as the first AirMail and Air Express services out of New Haven. American Airlines route system at even that early date covered nearly all of the country They even designed and printed up a special brochure, with a picture of Jack Tweed and a picture of the airport (aerial) and compliments for the cooperation of Tweed, Postmaster Pierce M. Mather. "Hank" Kurt of the Viking flying Boat Company, arid "Tommy" lockhart, one of the airport commissioners. They also said-"Use Air Mail, tomorrow's mail today-received first, answered first".
The aircraft they used were the popular Curtiss "Condor", a large twin engine, wood and fabric bi-plane with a closed cabin, seating 20 passengers, and powered by Curtiss geared "Conqueror" engines of 600 hp each. They were of the V-12 configuration. Quite often one of the Captains was the Atlantic flyer, Clarence Chamberlin, who resided for many years in Huntington, Conn. Eventually, American up-dated to Douglas DC-2 and DC-3 twin-engine 14-passenger and 21-passenger airliners, designed by the famous "Dutch" Kindelberger. DC-3 aircraft are still used around the world in air transport services and other utility "jobs".
One system of navigation in those days was the beacon lights, which were mounted on top of high ground. One such light was mounted on top of West Rock, just above and to the NW of the Wilbur Cross Parkway at the Tunnel in Westville. It was commissioned in June 1934.
One of the first, if not the first, "Compass Roses" on an airport was at the end of Runway 14, next to the creek, which was constructed in May-June 1935, and used for many years by us pilots to swing our compass in our airplanes. In the 1930s Tweed ran two air shows annually-one on the 3rd of July, up to midnight when a bond-fire was lit near runway 14 at midnight. Passenger rides in the old Waco LIC continued into the night. Quite a spectacular sight from the air, as I remember.
Then he would run another one in the fall, with a full card of aerial aerobatics, contests, passenger rides and other aircraft demonstrations military as well as civilian Attendance at some of these free shows was quite often well over 40,000 people. One report states that Jack Tweed himself financed some of these shows out of his own pocket.
To the average New Haven man on the street, past a certain age group at least, the Viking Flying Boat Company is as familiar a name as Jack Tweed. Both are synonymous. With New Haven aviation history.
Let us begin by going to Hillsgrove, Rhode Island. In the fall of 1927, the initial design of a three-place, open cockpit bi-plane, known as the "Kitty Hawk", was in progress. The Bourdon Aircraft Corporation, started by Allen P. Bourdon, former test pilot for the Gallaudet Aircraft Corp, began to build these fine little airplanes. Bourdon had hired on Franklin T. "Hank" Kurt, and John "Jake" Summers, to do the engineering and stress analysis. Kurt, as well as Bourdon, had been advanced flight instructors for Amelia Earhart, at E Boston Airport. And Kurt was an M.I.T. graduate.
The very first "Kitty Hawk", serial no.1 flew in May 1928. The first 7 built in Rhode Island, were powered by either the Ryan-Siemens 7-cylinder 96-hp radial engine or the Yankee-Siemens of 105 hp. These aircraft were model B-2.
Meanwhile, and in early 1929, Robert and Courtland Gross, took over the New Haven Air Term mal from Tweed and started the Viking Flying Boat Company.
The Gross brothers were financiers, and had an interest in the Stearman Aircraft Company of Wichita, Kansas. So were not new to the aviation business.
After an extensive trip throughout Europe, looking for a suitable flying boat to market in this country, they (Gross brothers) settled on the popular F.B.A. Schieck French) design
So in August of 1929, they secured exclusive American licensing nights to manufacture these French flying boats. The handsome design clearly showed a graceful "continental" flavor in its general form and mechanical make-up. It was a well-proven and popular French design, initially done by Louis Schreck, a naval architect and yacht designer, turned aeronautical engineer, and were manufactured by the Hydravions Schravions Scbreck-F.B A. plant in France. They dated back to the early part of World War I. The French model 17.HTA type was chosen by Viking to be their model V-2.
The flying boat had a seating capacity of 4, including the pilot, all in open cockpits. They were used as standard equipment in the French Navy, and had an astounding record of 6,000,000 miles of flying without structural accident in Europe The boat was also used throughout Canada.
Construction material was basically wood framework for the wings, plywood for the fuselage/hull, and covered with linen fabric, doped and painted. Each ship came equipped with navigation lights, a starter, and an anchor and mooring gear as standard equipment.
In Europe the airplane was powered with the vee type"Hisso" (Hispano-Suiza) water-cooled, 180 hp engine
Manufacturing began, at 80 Shelton Avenue in New Haven the main components were built there and trucked to the airport, or to Vreelands Boatyard at Morris Cove, where they were assembled and test flown, right off the water in the Cove.
In October 1929 Viking merged with Bourdon, and the manufacturing activities of the corporation that resulted centered under the Viking banner in New Haven. By merging with Bourdon, Viking inherited the "Kitty Hawk", and an advertising slogan, "Flies like a hawk, lands like a kitten".
The flying boat got off the ground --or more accurately--the water, but the timing was unfortunate. Gross always maintained that the craft would have had a place in the airplane market had it not been for the economic collapse of 1929. He thought of potential sales among wealthy sportsmen pilots who frequented the New England coastline and northeastern waterways.
The next thing he did was to interest Uncle Sam, and it was not long before Viking proudly advertised itself as contractors for the U.S Navy and the U.S Coast Guard".
Only six were ever built and sold to the Coast Guard. They were all powered by the Wright Aeronautical Company J-6 (R-760) "Whirlwind" radial engine of 225 hp in this configuration it cruised at 80 mph and flew as high as 14,000 ft and had a range of 320 miles.
Only 4 civil models were ever built, both powered with the Hisso 180 hp water-cooled vee type engine They carried registration numbers - NC-37V, NC-519M, NC-136N, and NC92K Not one of the civil or Coast Guard ships exist,
As an interesting sidelight, the Viking Flying Boat Company also maintained a hangar on the causeway near Miami Beach, Florida. Several photographs exist showing this location.
Regarding the Kitty Hawk, open-cockpit biplane, a total of 30 of these lovely airplanes were built, and of these 30 only five still exist, one of which can be seen at the New England Air Museum in Windsor Locks, Conn.
The flying boat had a flat-bottomed wooden hull and was not well suited to rough seas. So this is the reason the Navy only ordered six, one of which served long and usefully with the Coast Guard as the "Good Ship Lollipop". The great depression rapidly thinned out the wealthy sportsmen Sales were few and far between Gross once said-"People didn't want boats, flying or otherwise, they wanted collateral", and shortly after that, manufacturing ceased
About this time the young Lockheed Aircraft Corporation was put up for sale. Under the leadership of Robert Gross, Lockheed was purchased for $40,000, and Bob became CEO, Lloyd Sternan V.P. Under this group, the famous lockheed "Electra" was developed, the same type airplane flown by Amelia Earhart on her last flight in 1937 Operations continued on the airport under the name of Viking Flying. Boat Company still owned by the Gross brothers, but instead of manufacturing airplanes, they did flight instruction. Maintenance, sales and service, selling fuel and of course, storage, in the "Viking" hangar, which is still standing on the West Side of the field. The operation was run by Robert S Hart, with Franklin T. "Hank" Kurt staying on as flight instructor and charter pilot. This writer had his first ride, on July 3rd, 1936, at night, in the company Waco UIC (NC-12471) piloted by "Hank" Kurt.
In about 1940 as the war situation developed in Europe, it was felt by the Defense Department and local people that it was time to construct hard surface runways on the field. Through a long series of negotiations with city and federal and state governments, and other interests, die W.P.A. was hired to do the work
That same year additional land was purchased in the interest of developing those runways. Construction was started, (designated as a National Defense Project #6910) on September 28, 1940, and were completed in the middle of October 1941. Taxiways were not included.
October 22, 1941 was declared as Aviation Day in New Haven, with a luncheon sponsored by Kiwanis and other service clubs. Hearing Mayor John W.Murphy of New Haven, and C.R Smith, President of American Airlines, speaks on the development of aviation and its benefits to die community. In the afternoon an American DC-3, named the "City of New Haven" came in for the official dedication ceremonies. A good advertisement for the city as that particular airplane was used throughout the country on the American system. The service was heavily patronized.
Shortly after December 7, 1941 and the state of active hostilities, it became necessary for the War Department to place a great many restrictions on the operations of civilian aircraft and airports.
During the summer of 1942 negotiations between the city and the government were begun. American Airlines was ordered by the War Department and the CAA (Civil Aeronautics Administration, now FAA) to discontinue their service to New Haven and other cities around the U.S.
Official occupation of the airport began at 11:00 a.m. on November 8, 1942, and the 429th Air Base & Headquarters Squadron, under command of Lieut Logan Campbell, took over. The airport was located in the War Departments East Coast Defense Zone. Full cooperation from the city was assured in case of national emergency. The Airport was considered a "Vital Defense Area".
W.P.A. construction continued with the installation of obstruction and runway lighting into the fall of 1942
Facilities at Yale University are worth mentioning also On December 22.1942 the "West Point of the Aviation Ground Corps", TS Yale, was activated under Col. Charles T Arnett In January 1943. The first contingent of cadets arrived to take part in aircraft weight and balance, communications, maintenance engineering, armament and photography.
I remember well riding my bicycle down to the airport, and would stand there for hours, by the fence watching some pretty exotic fighters and bombers of the era being worked on and taking off and landing.
Also clearly remembered, like it was yesterday actually, riding the same bicycle, from my home in Westville, down Yale Avenue, near Cox's Cage next to the Yale Bowl, again looking through the fence as mechanics and other technicians worked on fighters and bombers (40, P-47, B-24. B-25. B-26, etc.) How I regret not having the funds to own a precious camera, although I am sure I would have been shot if caught in the act.
In April 1943 the U.S. Army Air Corps, as it was known then, erected a hangar on the north side of the airport, and it remained there for many years, until its removal just a few years ago.While all this was going on, Jack Tweed was on a leave of absence to the United States Navy, and George Wolcott held the fort-as they say. After the long period of use by the military, the War Department, on January 31, 1945, cancelled its lease with the city for use of the airport. The board of airport commissioners recalled Tweed from inactive status and he resumed his position as manager on January 8,1945. Interestingly, the airport was officially declared "surplus" as of February 1,1945.
Before the Army Air Corps left, they not only built a large hanger, but also laid out and paved much of the taxiways you see today. They did not however build any control tower or install any air to ground radio communications or navigational aids. The only buildings remaining from that era, built by the army Air Corps, are the Civil Air Patrol facility and the C A P A (Conn. Aircraft Pilots Association) building, near Robinson Aviation on the East Haven side of the airport.
On April 2, 1945, the C.A.A. designated the airport for daylight VFR operations, and restricted local flying to within 3 miles of the airport. After V-J Day (August 14, 1945) all restrictions were withdrawn and there was considerable increase in flight activities.
When the airport was opened for civil use, I was a student at Hillhouse High School (on Tower Parkway) and was hired as a "line boy" and started work in September 1945. For the Reynolds Plying Service, who also ran a flight operation at Bethany Walt Reynolds was the owner/operator. I got my chance to fly an airplane, a Piper J-3 "Cub" for the first time, when instructor John Hartshorn, asked me to go along on a ferry flight to Bethany. He let me handle the controls all the way. What an absolute thrill that was on October 20th of that year
On April 1, 1946, former Air Corps pilot Jack Usher purchased the operation and took over the Viking Flying Boat hangar and began a brand new operation known for many years as Usher Aviation, Inc
I continued as a line boy for Usher. Instead of being paid in money, I earned flight time toward my pilot's license. My first lesson was June 18, ~946 with instructor Wayne Tarbox (a former WWII fighter pilot) and he soloed me on July 25, 1946, in the popular Piper J-3 "Cub" (NC-88274). And I have had the 'disease' every since Wages for me then were based on 60c per hour
Allied Engineering Corporation took over the Air Corps hangar for a few years, under the name of Aero-Industries, doing conversions of former military aircraft for civilian use, mostly for cargo carrying. They also offered flight training.
Another company, Northeast Aircraft Sales and Service, obtained a lease for property, and put up a hangar Just north of the many years, and the company finally went out of business and the structure torn down
Jack Tweed and George Wolcott continued to manage the field The United States Weather Bureau continued with their operation on the second floor of the Administration (now Terminal bldg.) building They served both pilots as well as residents of New Haven (via regular radio reports) During the 1950s American and Eastern Airlines maintained steady passenger operations flying Convair 440 and Lockheed model 749A (smaller version) "Constellation" aircraft into and Out of New Haven
Impressive was the number of corporate type aircraft that came to the field on business-names such as American Cyanamid, Procter & Gamble, Gulf Oil, Standard Oil Company, Olin-Mathieson, New York Daily News, Texas Company, U.S. Steel, Monsanto Chemical, DuPont, General Electric, General Motors, Pressed Steel Car. Diamond Match, Chase National Bank, in addition to many nationally known entertainers, government officials from Washington, and other dignitaries visiting Yale University including many world-renowned scientists. Military transport service cargo aircraft often used the airport to pick up urgently needed parts and supplies being manufactured for the Air Force by local industries. MATS ambulance aircraft flew in, and still do, to transfer disabled veterans to and from the West Haven Veterans Hospital.
In 1956 the airport had increased its area to about 225 acres (presently 395 acres). The two runways were updated to modern standards by then, with improved runway and approach lighting."Unicom", a radio communications system was installed so managers Tweed and Wolcott could talk with aircraft both on the field as well as overhead. Russell Barbour started up one of the first "avionics" services in the area. Maintaining and selling aircraft navigation and communication equipment.
On the second floor of the old Viking Flying boat Company Hangar the United States Air Force rented quarters for maintaining liaison with the Civil Air Patrol. Provision was also made for a special fire and crash truck to be standing ready at the Morris Cove firehouse, a service still available today, with up-dated high tech equipment, all on a 24-hour standby. And having direct access to the airport property.
When ground transportation in large parts of southern Connecticut was crippled by the floods of October 1954, the emergency value of the airport was dramatically underlined Badly needed medical and other emergency supplies were flown in and dispatched via helicopter to the stricken areas. During the flood period non-scheduled airlines delivered more than twenty-five tons of out-of-town newspapers for distribution to areas deprived of their customary transportation facilities. National, state, highway, railroad, and industrial and corporation officials by the score made New Haven Airport their port of entry because there literally was no other so fast and sure. For passengers having important business engagements outside of the state, Usher Aviation estimated that their small aircraft flew more than 25,000 passenger-miles
In June of 1967 we saw Pilgrim Airlines, a pioneer in commuter air service, inaugurated flights from New Haven to New York's Kennedy International Airport they continued for many years, until 1985. Many other airlines have come and gone over the years, for various reasons, too numerous and detailed to cover in this short airport history story
The very first control tower was opened on December 1, 1969, and mounted on top of the present terminal building. It was officially commissioned by local state and federal officials, including Mayor Richard C Lee, U.S Rep Robert N Giaimo and Federal Aviation Administrator John Shaffer Price of the new tower was $180,000.
Usher Aviation, still in the old Viking Hangar was eventually sold to Eli Malkin about 1964, and in turn Malkin sold the business to Phil Aurbach and Lou Pellegreno, who changed the name to New Haven Airways.
New Haven Airways continued to offer flight training, sales and service and charter services etc. As a side business they initiated their own airline, known as New-Air, operating the Brazilian Embraer 110, and the DeHavilland DHC-6 Twin Otter, and Shorts 360 (built in Ireland).
In January 1985 jet service direct to Chicago, non-stop, was inaugurated by Air Wisconsin, using the super quiet BAe-146 Jet airliner. It was at this time that one of the strictest noise ordinance in the country was implemented.
Tweed-New Haven Airport has come a long way in up-dating to strict safety standardization, especially with the newer, higher control tower commissioned in 1982, and of course the ILS (Instrument Landing System), a precision landing system having been in operation on Runway #2 since March 1972.
In ire spring of 1987 New Haven Airways was sold to Selwyn Gay and Siegried Chencinski, and the name again changed, to Charisma Aviation. They continued to operate in the Viking and two other hangers. Just to the north of the present terminal building until the end of 1989 when they went out of business and a brand new operation on the East Haven side of the airport under the name of Robinson Aviation continued to offer fixed base operator services to corporate
Clients as well as local flight training schools (Yale University's "Yale Aviation and the University of New Haven's aviation programs). Robinson, owned by Ken Robinson, is under the management of long-time flight instructor and professional pilot Hal Schnerr.
A new firm, Shoreline Aviation, Inc, offering unique Flohe direction of Mr. John D Kelly, operates on the West Side of the airport
In the past year we can clearly see that with the cooperation on the part of both New Haven and East Haven. We have a diversified amount of air travel services being offered by U S Air, Continental Airlines and now Boeing 737-300 jet service to Chicago, four times daily by one of the oldest airlines in the industry, United Airlines.
In 1929 aviation was a fledgling field, with an uncertain future today, aviation represents the world's primary transportation system. And it has made global tourism a powerful reality in international business.
Looking at the total picture today, we can see that the future of travel and transportation has never been brighter. The airlines safety record is without parallel While statistics show that some people in the world have yet to fly, it sometimes seems that almost everyone is trying to get someplace by air. Air travel is one of the reasons to be hopeful in our troubled world and continues to bring countries and cultures closer together. That is why without our aviation pioneers. The Jack Tweeds, the George Wolcotts, Charles A Lindberghs, John Glenn and his cohort astronauts, and some of US old time and new time flyers as "Ambassadors of Air Travel", where would aviation be today? Think of it-man has actually traveled to another planet Less than in a few short years our children will be pioneering interplanetary travel
AIRPORT MANAGERS AT TWEED NEW HAVEN OVER THE YEARS
(Times Approximate)
JACK TWEED
1931-1961
JAMES MALARKEY
1962-1979
DUANE STINCHFIELD
1979-1986
MIKE KLEIN
1986-1987
BRUCE LAWSON
1987-
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