A Post Mortimm

By F. J. “Buddy” Joffrion (EAA 186296, A/C 7045) for The Vintage Airplane, September 1984, Vol. 12, No. 9

The author is a retired United Airlines captain.

Printed with permission by The Vintage Airplane.

Purists in the field of prescriptive grammar wince painfully when they hear the adjective “unique” used in the comparative or superlative degrees. How, they lament, can anything be “more unique” or “most unique” when, by definition, the distinction of being unique guarantees that there is only one of its kind in all of creation? With cautious attention to the foregoing metes and bounds, we can safely say that the aircraft described in the following is unique – the only of its kind still extant! Timm Collegiate, “City of Los Angeles”, NC279V remains the sole survivor of the scant half dozen such planes turned out by the struggling Timm Aircraft Company before it succumbed, in April 1931, to the economic ravages of the Great Depression.

Otto Timm’s venture into the risky business of aircraft design and production, undoubtedly, can trace its beginnings to Charles Lindbergh’s daring conquest of the Atlantic in 1927. Ambitious designers, now encouraged by the newly proven possibilities of aviation, were eager to apply their skills to this exciting field which had been so vigorously stimulated by Lindbergh’s celebrated flight. Likewise, the economic climate had become much more hospitable towards an industry that had suddenly demonstrated its ability to produce something more worthwhile than just expensive play toys.

It was into this new but promising arena of combat that Otto Timm elected to cast down his gauntlet. A factory site, adjacent to the Glendale, California Airport was acquired, and, in September of 1928, Timm Aircraft Company became a reality amidst rampant but justifiable optimism.

At this point, who could guess that, even then, ominous clouds of economic catastrophe were gathering on the horizon preparing to unleash their torrential deluge of disaster in little more than a year? Timm Aircraft survived until April of 1931, but in those difficult 31 months only six Collegiates would reach completion.

Timm’s creation was truly innovative for its day. Whereas previous designers had persistently shackled themselves to the biplane concept, Timm’s parasol craft boasted less drag and far better visibility for having departed the stereotypical biplane theme.

A number of powerplants were variously employed in the Collegiate, but the one that powered “City of Los Angeles” is certainly the most interesting (but not most unique!) This particular aircraft was the fifth plane produced by Timm and was purchased by J. Warren MacClatchie to serve as a test bed for a new engine of his own design.

Let’s apply a little logic here. If you have an aircraft that boldly breaks with accepted traditions (the parasol Timm), why not mate it with an engine that likewise flaunts convention (the L-head MacClatchie)? That’s the ultimate in iconoclasm!

Now, whoever heard of an L-head aircraft engine? This writer certainly never did except for those less than artistic attempts from the late twenties through the mid-thirties when several hopefuls tried desperately to give wings to various motorcycle and automobile engines. Nonetheless, the seven cylinder, 150 horsepower MacClatchie Panther appeared on the scene at this time and dared to introduce an L-head valve concept to the field of aviation.

True, practically all automobile engines of that period featured this same flat head principle, but even they converted to overhead valves in the late “forties” and early “fifties” when the insatiable demand for additional horsepower necessitated the change.

The MacClatchie valving, like all other L-heads, extracted a small penalty in volumetric efficiency and resultant horsepower per cubic inch, still, on the plus side, it provided smaller overall diameter (and drag) plus far less costly construction and maintenance. It is estimated that it requited 400 fewer parts than similar overhead contemporaries. And how many seven cylinder radials of 612 cubic inches displacement can boast a trim diameter of only 36 inches?

Lest there by any doubt as to the reliability of this simple but sturdy engine, let it be noted here that on November 15, 1930, this MacClatchie powered Timm, flying out of Rosamond Dry Lake, California, established a new world’s record for non-maintenance flights. This grueling test permitted a landing every four hours to change pilots and take on fuel and oil, however, at not time could the engine be shut down nor event the simplest repairs or adjustments be made.

This tortuous grind went for 378 hours and 48 minutes, ultimately being terminated because of two “fouled” spark plugs. The number of landings totaled 97 and average ground time was 10.2 minutes. For the statistically minded, 18.5 gallons of oil and 2717 gallons of gasoline (7.1 gal./hr.) were consumed.

At the conclusion of this endurance run, the aircraft, equipped with a new “Panther” engine was awarded to Leo Root, one of three pilots who participated in the record flight. At this late date, a rumor that refuses to die insists that Leo was the last pilot to fly in the endurance test, and when it was discovered that he and the airplane had inseparably grown together, there was little choice but to formalize the union by awarding him the airplane.

The travels and travails of NC279V, from this point on, would rival those of the legendary Aeneas and Odysseus. Summarily, it goes something like this: From Leo Root, she went to an unnamed brother-in-law who in turn transferred ownership to a R. L. McCreery. McCreery parted company with our heroine in 1936 or 1937, and her history is totally obscured from that time until she reappeared in Prescott, Arizona late 1941. We can only guess as to the doughty lady’s whereabouts in this interim period, but her general appearance, when she surfaced in Prescott, strongly suggests that she fared not too well.

At this point, the Timm, in a partially disassembled state, was acquired by the Prescott High School to serve as a classroom training aid. Sadly enough, this acquisition was accomplished for the settlement of a $150 lien plus a paltry $100 to the owner! How can a virtuous lady fall so low?

The next scene in our little drama is dated 1947 and shows “279V” being purchased by agriculture pilot Mack Sheers of Buckeye, Arizona. Mack had gathered together quantities of surplus WW II aircraft and engines in what some have described as an aeronautical junk yard, and it was into this ignominious scene of refuse that our proud little parasol bird was committed for what easily could have been her final home and ultimate demise were it not for Keith Skeers and Floyd Newton of Phoenix.

The elements continued their relentless assault in these unfriendly surroundings, and, indeed, if she was not lifeless at this juncture, then certainly moribund. Photographs offer ample proof that only an incurable optimist would dare lay his hands to a restoration miracle at this stage. Most will agree that an Arizona junk yard is hardly a fit spawning ground for the rebirth of a classic creation, yet it was against such an ignoble background that Timm Collegiate NC279V was rescued and given a second chance at life.

Sheers to Skeers: In 1975, Keith Skeers of Phoenix purchased the now sadly deteriorated craft from Mack Sheers and resurrection began. The scene of the many surgical and therapeutic ministrations was the Lyle Alexander Aircraft Service located at Glendale Airport in Peoria, Arizona. Those baffling Goddesses of Fate must have had a hand in this. Our Timm first saw the light of day at Glendale Airport in California – her rebirth occurred at Glendale Airport in Arizona!

But whatever the mysterious and unseen forces at play here, the visible fact was that, in the coming months and years, many willing hands would take part in this challenging and exciting project. Keith and Jack Sheble rebuilt the fuselage, which required extensive sandblasting and welding plus the addition of replacement pulleys and cables. These two also rebuilt the MacClatchie into a like-new engine.

Only eight of these powerplants had been built and any spare parts that had previously existed were lost forever in a warehouse fire in 1943. Cylinders had to be rebored and resleeved, while parts that had to be manufactured included pistons, bearings, and valves. Fortunately, truck engine valves were found which very closely approximated those of the MacClatchie.

Meanwhile, experienced aircraft restorer and master craftsman, Floyd Newton (EAA 187544, A/C 7777), undertook the exacting job of creating a new wing (the original was beyond repair). This task alone consumed 18 months of Floyd’s time and was, for the most part, accomplished in his own garage.

Old timers will recognize the identification of the airfoil – a Fage and Collins #4. This more than ample wing (8.27 lbs/ft squared) boasts a seven foot chord with one rib per foot and nose ribs evenly spaced between ribs.

Finally, after four years and two months of arduous but unflagging effort, all things came together, including an FAA inspection, and the Collegiate was ready to reclaim her rightful place in the sky. A few shots of primer and the durable MacClatchie roared to life after not having spoken for 38 years. The memorable day had arrived. Floyd and Keith gave their mount a few taxi tests in order to familiarize themselves with the Johnson Bar and differential rudder braking system as well as the full swivel tail wheel.

The old girl was proudly resplendent in her glossy new finish, but we won’t say she looked like new – no, she was better than that. Here benefactors had seen to it. Still that first ride she gave then in 1979 was “payment in full” for the 50 months of unstinting dedication they had given her.

As of this writing, NC279V has been entered in various EAA and AAA fly-ins throughout the southwest and has gathered 12 awards, including AAA Grand Champion 1981 and Merced, California Grand Champion plus Best Antique 1981.

The aircraft has logged a total of 65 hours since that first flight in 1979, and the reliable MacClatchie unfailingly starts on the first pull of the prop. Floyd, who has been at the controls all of those 65 hours, reports that the Timm is a pleasure to fly – not a great deal faster than the freeway traffic, but “smooth and solid”. And the L-head MacClatchie, in a sense having a built-in muffler, makes for a very quiet operation.

Unfortunately, rumors have a way of spreading, and it is a well known fact that wagging tongues only maximize – never minimize. Keith and Floyd would like it clearly understood that they are not clandestine grave robbers! The little lady most assuredly showed some signs of life when they retrieved her from the aeronautical junk yard – they merely nursed her back to health!

And if you should happen to see the old girl primly posed on the ramp at some fly-in or parked under her shelter at Glendale Airport, it may occur to you that you detect a trace of haughtiness about her. If so, I hope that you will be willing to overlook it, because after all, she is unique.