The aircraft was originally fitted with a Wright Cyclone R-1820F-31
N709Y was later retrofitted with a Pratt & Whitney R-1340-AN2 Wasp Engine
The engine develops 525 BHP at 34in. HG.
Propeller: 3 bladed Hamilton Standard HD1240
Max aircraft weight: 7,700 pounds
Passengers: 9
Airspeed limits: 130 MPH cruise
156 MPH never exceed
The Model 10013, N709Y flew with Alaska Air Express operated by
Herb Nicholson and Murrell Sasseen out of the Kuskokwim Delta. The
aircraft was a principal hauler of freight and mail. The company
went out of business in 1937 and the Pilgrim was sold to Star Air
Service in 1937 and was operated out of Merrill Field in Anchorage
during the Second World War. It continued service with Alaska
Airlines and a few other operators after the war.
Ball Brothers Aviation was the last operator of the Pilgrim, using
it to haul over 1,000,000 (One Million) pounds of fish out of
Bristol Bay and Southeast Alaska frequently flying directly off of
the beach.
Fish slime leaking into the lower framework was one of the factors
that forced its retirement in 1985.
As the last remaining Pilgrim, NC709Y is on the US National
Register of Historic Objects.
The Air Corps bought four American Aircraft & Engine Corp.
Pilgrim Model 100-Bs in 1932. These aircraft were designated
Y1C-24 and were initially assigned as light cargo transport and
supply aircraft.
N709Y AMERICAN AIRCRAFT AND ENGINE CORP Pilgrim 100B. S/N 6605
The Pilgrim 100A was built by the American Aircraft and Engine Corp,
formally the Fairchild Airplane Co (later changed back to
Fairchild). The Pilgrim 100A’s were built for American Airways,
(now American Airlines), the first aircraft specifically built for
airline service. Shortly after they were put in service they were
converted to B models by installing a larger engine and tail
surfaces. Star Airlines, which became Alaska Airlines, was the
third owner of N709Y.
Alaska Airlines operated the N709Y until August of 1958.
4 September 1931 - The initial application for a
commercial identification mark was submitted by the American Airplane
and Engine Corp of Farmingdale, NY. This application gives 4
September 1931 as the date of manufacture and gives the gross weight as
7,750 lbs, and the empty weight as 4,503 lbs, with a useful load of 3,247.
15 September 1931 - Commercial aircraft license issued
giving the identification mark as NC709Y.
The various licenses that were issued when this aircraft was new were
comparable to the Airworthiness Certificates used today. The
identification number would change depending on what license was in
effect at the time; example, 709Y, C709Y, NC709Y or R709Y, and it could
be cancelled by the Dept. of Commerce or the owner for various reasons;
form AB 105 was used for that purpose. Only licensed pilots could
legally fly aircraft with a letter prefix. If the number had no
letter prefix, as 709Y, then it was limited to commercial operations
wholly within one state and
licensed pilots were specifically prohibited from flying it while
carrying persons or property for hire. C and NC were commercial
airplane licenses, R and NR were restricted licenses and X and NX were
experimental licenses. These licenses were issued semi-annually.
21 November 1931 - Dept of Commerce record,
transfer and reassignment form, transferring NC709Y to American Airways
Inc. This document list C.R.Smith, who later became President and
CEO of American Airlines, as one of the Vice Presidents. This
document gives the address of American Airways as Municipal Airport,
Chicago IL.
2 June 1932 - Operation inspection report gives Lambert
Field, Robertson, MO as the place of the inspection.
29 August 1932 - Placard to accompany aircraft license
states that with all seats full and the baggage compartment loaded to
allowable capacity, the maximum fuel supply that may be carried is 86
gallons. This form gives the weight of the two way radio as 195
pounds.
8 January 1934 - Letter from American Airways
certifying the conversion of N709Y from a model 100A to a 100B.
This conversion consisted of installing an 1820-F Cyclone engine in
place of the B-1 Hornet and a larger vertical stabilizer.
6 April 1934 - Letter to the Dept of Commerce states
that N709Y had been converted to a freighter but no flight test had been
conducted. It also stated that due to the lack of freight, the
aircraft was in storage.
18 April 1934 - Dept of Commerce internal letter states
that the 195 pound radio had been removed when the aircraft was
converted to a freighter.
1 August 1936 - Sold to Alaska Air Express, Anchorage,
Territory of Alaska, with M.W. Sasseen and Herbert Nicholson listed as
partners.
19 August 1936 - The aircraft was recovered and 250
pounds of sand was installed under the rear seats as ballast.
29 August 1936 - What appears to be a telegram, dated 29
August 1936, questioning the empty weight of N709Y states the plane had
gone to Alaska where it was reported that pontoons would be
installed. The hand written note at the bottom says; “Send this
inspector a telegram that this aircraft is not eligible as a
seaplane.”
1 September 1936 - The Commercial Aircraft license
issued to Alaska Air Express stated that 250 pounds of ballast must be
carried securely fastened under the two rear seats at all times.
4 February 1937 - Sold to Gertrude Sasseen and Marion
Nicholson, Anchorage, Territory of Alaska.
20 February 1937 - ATC #64, model 7800 skies
installed. This is the first time skies had been installed on the
aircraft.
15 September 1937 - Sold to Star Air Service, Anchorage,
Territory of Alaska. This document shows W.E. Dunkle, President,
L. McGee, manager and Charles H. Rutlan Secretary/Treasurer.
Rutlan was a Canadian citizen.
16 March 1938 - Application for renewal of Commercial
license list Harold Strandberg as president, W.N. Cuddy as Vice
President, and Don H. Goodman as Secretary/Treasurer.
16 March 1938 - Repair and alteration form documents the
installation of a new Lear Radio, model T30, and a new electric inertia
starter. The radio weighed 33 pounds.
6 April 1938 - Letter to the Department of Commerce
states that the tail wheel and fork were replaced after an accident on
21 October 1937, it did not mention where.
12 March 1938 - Star Air Service model 8000 skies were
installed.
15 August 1938 - Sold to Henry D. Thrall and E.L.
Williams, Minneapolis, MN.
29 September 1938 - Letter from Sumpter Smith, chairman
of the Air Safety Board, to the Registration Section, states that
according to a radiogram, dated 27 September 1938, from Inspector Robert
D. Badinger, N709Y was involved in an accident at Nyack AK and that the
pilot, Chet Brown, was not injured. A note, in pencil, on the
letter stated the accident occurred 23 September 1938.
25 July 1939 - Aircraft was recovered with new fabric, a
new factory fin, rudder and right front lift strut was installed and the
engine and propeller was replaced. A new ballast and ration
compartment was manufactured aft of the toilet. This new
compartment required only 190 pounds of ballast be carried along with
the rations.
24 November 1939 - The lower longeron’s lower cross tube
and left vertical member were replaced by splicing in new chrome molly
tubing. No reason given for the repair.
20 January 1940 - Sold to Star Airlines, Anchorage,
Territory of Alaska. This documents a name change only, however, the
application for registration and commercial license shows Dave
Strandberg as Vice President, Don Goodman as Vice president, and C.O.
Bjore as Secretary/Treasure, W.N. Cuddy signed the document as notary.
1 August 1940 - The aircraft registration certificate
shows the owner as Star Airlines Inc, Anchorage, Territory of
Alaska. A pencil notation on this form states “name changed to
Alaska Airlines”, no date for this change was given.
10 January 1941 - The upper left diagonal member, aft of
the pilot’s compartment, was replaced.
5 May 1943 - Repair and alteration form shows the
replacement of the engine and propeller. The electric inertia
starter was replaced with a direct drive electric starter. The
12x5 tail wheel was removed and replaced with an 18x5 tail wheel.
This form also shows a new seating arrangement and documents changing
the lavatory into a baggage compartment.
17 January 1944 - Replaced the left wing tip, the top
half of the oleos and upper landing gear drag strut.
12 April 1944 - The registration application for NC709Y
transferring the aircraft to Alaska Airlines Inc states Alaska Airlines
Inc. was incorporated in the Territory of Alaska in November 1937.
5 July 1944 - Aircraft inspection report marked
“SPECIAL”, states the general appearance of the engine is poor and it is
due for a major overhaul. It further states that the last
inspection report was not marked as “Approved” or “Disapproved”;
therefore it was not valid and would have to be re-accomplished.
19 March 1945 - Inspectors report of non-air carrier
accident describes an accident at Gulkana AK. The pilot was Robert
D. Totten of Anchorage and the crew member was Charles Pierson of
McGrath AK. The left wing tip was damaged and the landing gear
fittings and top weld on the Oleo strut were cracked. The accident
happened as the aircraft was being taxied off the runway. The
cause given was landing on rough ice with skies. The inspector was
Norman O’Brian.
8 March 1946 - The aircraft was given a complete
overhaul after the accident. The entire aircraft was stripped and
recovered with grade A fabric. Seven coats of clear dope, two
coats of aluminum pigment, and five coats of color were used to finish
the fabric. The left wing tip was replaced, heavier wall thickness
shock struts were installed, and an auxiliary gas tank was installed in
the forward baggage compartment. The aircraft was rewired, a new
cabin floor was fabricated and the fuselage was reupholstered with
leatherette and masonite. A new instrument panel was fabricated
and installed. The mechanic who signed the log book for this
overhaul was Frederic A. Shaw, A&E 54338.
25 September 1946 - The operation limitations placard
that was required to be in full view of the pilot states: 1.
Placard belly tank “always fill wing tanks first.” 2. Placard belly tank
“never use belly tank when less than 2000 feet above the terrain.”
25 September 1948 - The mechanical brakes were removed
and replaced with Goodyear hydraulic brakes and Goodyear wheels.
11 March 1952 - The Wright R1820 engine was removed and
a Pratt & Whitney R1340 was installed. An AT-6 exhaust
collector ring, dish pan, and speed ring cowling, with a two inch strip
of metal added to the rear edge for additional cooling, was
installed. The FAA 337 was signed by Jarrett Lawhorn, in
Anchorage. Jarrett Lawhorn retired as Chief of Maintenance for the
Office of Aircraft Services, U.S. Department of the Interior in
1984.
The operating limitations for the Wright R1820E is sometimes shown as
575 HP throughout its operating range and sometimes it is given as 670
HP at 33 in. hg at any altitude and 570 HP at 28.5 in. hg at sea
level. The Wright R1820E was replaced with a Pratt & Whitney
R1340 and the operating limitations range from 600 HP for one minute to
550 HP continuously.
25 May 1955 - FAA 337 documents the installation of
reworked main landing gear struts manufactured from Norseman shock
struts. The cabin floor was replaced. The stabilizer control
system and tail wheel assembly were rebuilt also, the cabin and cockpit
were reupholstered.
2 August 1958 - Sold to Charles E. Nichols, of Wenatchee, WA.
24 October 1958 - Sold to Wenatchee Air Service
Inc. The name changed to Wenairco Inc. on 20 September 1960.
18 March 1965 - The left wing, left aileron, both
elevators and top of fuselage were recovered with grade A fabric.
Eight coats of clear dope, three coats of aluminum pigment, and three
coats of tropic white butyrate dope were applied to finish the fabric.
29 March 1965 - Sold to Bellingham Canning Co. Inc, of
Yakutat, AK. The sale price was $12,000.
5 May 1967 - The fabric was removed from the left and
right sides and the bottom of the fuselage. The plywood cabin
floor was removed and replaced with .125 aluminum tread deck
plate. The right and left sides of the fuselage were recovered
with grade A fabric and the bottom of the fuselage was recovered with 10
ounce canvas cloth. Fourteen coats of dope were applied as a
finish. - -
21 November 1967 - Sold to Marine Foods Packing Co, of
Yakutat, AK.
11 November 1970 - Sold to Alaska Airlines Inc, of
Seattle, WA.
13 November 1970 - Sold to Schenk Seafood Sales Inc, of
Bellingham, WA
1 May 1971 - The application for aircraft registration
shows the address of Schenk Seafood Sales Inc. as Bethel, AK.
14 April 1972 - Approval for operations with cabin door
removed was obtained for the purpose of parachuting.
16 May 1973 - Removed low pressure Goodyear wheels and
brakes and installed Goodyear 12X11 wheels and brakes. These new
wheels and brakes were the same as those on the Beechcraft model 18S,
twin Beech.
14 November 1973 - An FAA order of revocation was given
to Schenk Seafood Sales Inc. revoked the aircraft registration
certificate. The cause given was the company’s failure to provide
the FAA with an “Aircraft Registration Eligibility Identification
Activity Report” (Form AC 8050-73).The form was due 1 April 1973.
12 July 1975 - Repaired and re-stitched the fabric on
the left and right wing, and refinished with 3 coats of white
dope. Repaired the left elevator tip bow and recovered both
elevators with Ceconite fabric.
23 December 1977 - Sold to Ball Brothers Inc, of
Anchorage, AK.
20 December 1982 - Sold to Northern Pacific Transport
Inc, of Anchorage, AK.
30 July 1992 - Ball Brothers Inc. repossessed the
aircraft.
10 August 1995 - Sold to Joanne F. Carolyn P. and Susan
L. Ball, of Anchorage, AK.
30 October 1995 - Sold to Ekuk Alaska, Kerriston and
Snowline, Limited Partnerships, no address given. This Bill of
Sale list seven Balls as owners and was signed by five of them.
30 october1995 - An affidavit stating that a bill of
sale was issued to the limited partnerships, listed above, and that it
was filed with the FAA on the 20th of February and 1st of May
1996. It lists all of the Ball brothers and their wives. It
lists the three wives as the owners of the Limited Partnerships.
This was really complicated.
30 October 1995 - Application for registration list Ekuk
Alaska Salmon, Kerriston Limited and Snowline as the partnerships that
own the aircraft. This document lists all eight Balls and shows
all of them as co-owners. Even more complicated.
4 April 1996 - Bill of sale transferring title from
Susan, Joanne and Carolyn Ball to the limited partnerships they own.
22 January 1998 - Sold to Kerriston Limited Partnership,
of Kent, WA. The other two wives sold out.
5 October 2001 - Sold to the Alaska Aviation Heritage
Museum, of Anchorage, AK.
18 March 2005 - Currently under restoration at a
facility in Montana. The expected completion date is the
summer of 2005.
20 January 2007 - Over the past four years, the aircraft
was partially restored at facilities in Montana and San Francisco CA.
This included recovering the wings, ailerons, horizontal and vertical
stabilizers, elevators and rudders. Sand blasting, repairing and
painting the fuselage and replacing most of the wood supports on the
fuselage. Building new fuel tanks and installing a new tail
wheel. The aircraft was returned to Anchorage AK in January 2007
where the remainder of the work will be accomplished by the volunteers
and staff of the museum.
