Back Air & Space 18A "Flymobil"
1959

Air & Space 18-A Flymobil

This attractive little jump-start autogyro was designed by Raymond Umbaugh in 1959 after he had built and sold several examples of single-seat cabin developments of the Bensen Gyro-Copter. The Umbaugh 18 prototype (N43U) was flown during 1959, and in August arrangements were made for final development and mass production to be undertaken by Fairchild, the aircraft to be known as the Flymobil. In the event, however, Fairchild built only five development aircraft during 1960, all being tandem 2-seaters with 180hp Lycoming O-360-A1D engines. The original single fin and rudder of the first prototype gave way first to a Vee tail assembly and finally to a triple tail unit with a low-set tailplane bearing two fixed fins and a third movable one in the centre. One of the Fairchild machines was used to gain an FAA type approval certificate in September 1961, and certification of the production version, the Model 18-A, was granted early in 1965. This is built by the Air & Space Manufacturing Co. of Indiana, the agreement with Fairchild meanwhile having been dissolved. No recent figures have been disclosed, but one hundred and ten production Model 18-A's had been completed by the end of 1965. The autogyro has an all-metal fuselage skin, and wooden rotor blades reinforced with glassfibre. The engine drive can be connected to the rotor for jump starts, after which it is disengaged and clutched to the pusher propeller for forward movement.

K.Munson "Helicopters And Other Rotorcraft Since 1907", 1968

Air & Space 18-A Flymobil

The U-17 gyrocopter was the brainchild of Raymond E. Umbaugh, an agricultural fertilisers manufacturer and enthusiast for the unique properties of autogyros. His U-17 design was a tandem two-seat machine with a slim low-set tailboom and a single fin and tiny T-tailplane. The prototype was built for Umbaugh by the Fairchild Engine & Airplane Corporation at Hagerstown, Maryland. It made its first flight in mid- 1959 and was powered by a 195kW Lycoming engine.

The second prototype, designated U-18, was redesigned to eliminate the fairly unsatisfactory stability problems of the first prototype. This aircraft was fitted with a 135kW Lycoming 0-360 and, initially, with a V-tail. The stability problems were still not resolved, however, and a new triple tail with a central rudder was installed. This improved the Umbaugh to the point where it was awarded its Type Certificate (1H 17) on 12 September 1961. Ray Umbaugh embarked on an ambitious plan to market the U-18, placing an order for 10000 units with Fairchild. A large network of dealers and distributors was set up in the United States but Umbaugh started to run into trouble because the manufacturing output of the U-18 was too slow to meet the demands of dealers for demonstration aircraft.

The dealers, who had paid large franchise fees took over Umbaugh, the agreement with Fairchild was terminated and manufacturing moved to Florida. The company finally collapsed with just four aircraft completed and flown. The design was then acquired by Air & Space Manufacturing of Muncie, Indiana which made some modifications to the tail unit and commenced manufacture of the Air & Space 18A. Again, Air & Space was faced with dealer pressure for aircraft and set out to raise capital for expansion. This funds-raising exercise resulted in accusations from the Securities & Exchange Commission of irregularities in the commercial claims made to new investors and, though the company's management was eventually cleared of wrongdoing, the costs and delay resulted in the company's collapse. A total of 99 production aircraft had been registered though only 67 of these appear to have been actually completed.

The assets of Air & Space then went into storage but were eventually reinstated by one of the dealers, Don Farrington of Paducah, Kentucky. Lacking the rights to the type certificate, Farrington Aircraft set up a programme to remanufacture existing aircraft with a modified collective pitch system, fibreglass engine cowlings and new composite blades. Farrington has also developed an amateur-built kit gyrocopter with some features of the U-18 known as the Farrington "Twinstar". This has an open fibreglass cockpit shell, a large twin-fin tail unit and a main rotor mounted on a tubular steel pylon. It is powered by a 110kW Lycoming 0-320 and the first prototype first flew in 1993.

R.Simpson "Airlife's Helicopter and Rotorcraft", 1998

Technical data for Air & Space 18A

Engine: 1 x Lycoming O-360-A1D pistone engine, rated at 135kW, main rotor diameter: 10.67m, fuselage length: 6.04m, height: 2.82m, take-off weight: 816kg, max speed: 177km/h, ceiling: 3658m, range: 483km

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Rick Larsen, e-mail, 15.01.2009reply

My Dad, Howard Larsen, worked for Ray Umbaugh when I was a teenager in Ocala, Florida. He was a former Chance Vought engineer (Corsair). He designed the clutch /transmission package that sent temporary power to the rotor on the U-18. Earlier, when Umbaugh's team was working with the old Bensen copters (I believe I'm correct that they were Bensens), modifying them and conducting experiments at the old Ocala airport, one man dropped about 100 ft and was killed on the tarmac when he pitched the rotor back into the pusher prop and lopped off the rotors. I was in CAP and used to hang around the Umbaugh hanger watching the test flights. The U-18 designs flew okay, but were not what you could call 'hot dog' flying machines. They kind of dangled on the rotor and flew like a large beetle--no quick motions. Umbaugh had a big community turnout for demonstration of one of the series and did several takeoffs and landings flying dignitaries and family around. This was late '59 or early '60 as I recall. Always wondered what happened to the machine. I thought it was a pretty slick design. --Rick

Scott, e-mail, 25.08.2008reply

I grew up near Farrington Airpark, where my dad learned to fly. I kept my own plane there for a while and even lived there in the Summer of 1992. I have some great memories of John Potter as well as a great story of Don Farrington test-flying a TwinStarr that I saw with my own eyes. I'd love to see a book of both John's life and Don's as well. Farrington Airpark (FIO) was ione of the last true "grassroots" airports, and there was always something going on. Sadly, Farrington Airpark is now privately owned and is being operated as a drag strip. Dr. Blane Grow still uses the strip for his own airplanes, which are kept there.

Jon, e-mail, 29.04.2008reply

No, it is out of production. Don Farrington (described in the article above) was doing re-builds but died a few years ago after a heart attack at the Sun-n-fun airshow in Florida. There is still a parts inventory in existence. I fly one regularly. I know of one in zero-time condition that is for sale; see this website:
http: / /www.gyroplane.aero /sale.html

robert, e-mail, 28.04.2008reply

Is the gyro 18-A still produced.?? I would really appreciated if somebody can inform me if those gyros are still produced?? thanks

Jon, e-mail, 21.04.2008reply

That was me flying through Harris Ranch /Coalinga that Dan Humphreys saw in 2007. The aircraft is now based at Palo Alto; I was ferry-flying it out from Houston at the time.

Woody DE SAAR, e-mail, 04.03.2008reply

Hi there .

I was working for the Farrington Aircraft Corporation from 1993 until 1996 as flight instructoron the 18-A and later also the Twinstarr (to which I now own the manufacturing rights). Your information is fairly accurate. If you need more info or clarification, please do not hesitate to contact me.I have been working day-to-day with the company for over three years and it was a fabulous time.

Woody DE SAAR

Wayne Schober, e-mail, 08.02.2008reply

I have Air&Space 18A N6117S. In 2004 it was completely torn down and inspected by John Potter at the Paducah facility I helped him during the inspection. I was impressed with the quality of workmanship and construction. It is a robust, aircraft-quality machiine. It has subsequently been trailered to and stored indoors near Albuquerque NM. The overhaul included installation of all pertinent STC mods and 720 chan radio and Mode C Transponder.

The airport it is based at has an Instructor /DE for rotorcraft.

I am considering sale of this gyro due to time constraints. Haven't fully decided.

Contact me for more.
Regards,
Wayne

Herman le Roux, e-mail, 28.01.2008reply

We are very interested in the design and parts used for this aircraft,can someone maybe supply us with more info.

Regards

Herman

Jean L Bleneau, e-mail, 06.12.2007reply

Could Rob Kelsall contact me at jean-louis.bleneau@orange.fr ? That story will interest Wikipedia.org. Tks

Bill Bray, e-mail, 06.10.2007reply

Would Jimmie Patterson, stepchild of james w. draper (muncie, IN attorney) please contact me? In regard to his military service as a JAG lawyer in post-WWII Japan. Thanks!

Robert LeMaster, e-mail, 12.07.2007reply

My father was a Muncie, Indiana school administrator at the vocational (trade) school in Muncie. During the early life of the Muncie 18 he was detailed to determine if the school system could assist in the suppling of trained workers from the "trade school" but nothing ever came of the program for certified welders. Oftern we saw these air craft being tested or sales flights from our home on the west side of Muncie. I remember the owners of the company,Irvins, saying they were working on a military version and a pipe line version of the plane.

jimmie patterson, e-mail, 23.06.2007reply

my stepfather muncie attorney james w. draper was handling all air&space legal services and it was a family joke that all he recived fro them was an ash tray fom air&space. we called his million dollar ash tray

keith, e-mail, 18.05.2007reply

Is there still an operation in Kentucky ? Are there any of these for sale anywhere?

Rob Kelsall, e-mail, 07.05.2007reply

I was directly involved with Don Farrington and John Potter. I was probably John's best friend in the later 15 years of his life. There several web sites with the early history of the 18A but they are not quite correct in some ways and they are all coppies of each other. I have been trying to write a more complete story when I saw this web site, it is the best I have seen. Actually tyhere were 4 tail designs and I have a picture to prove it. It was simular to the T tail but with two large fixed fins on either end of the horiz. stab.
I am also putting together info. for John's story, it was an amazing life. John died about the 28th of June 2006.
Would you like to use my writing, maybe to add to this web site? Kind Regards - Rob

Bob Amick, e-mail, 19.07.2020 Rob Kelsall

did you ever finish the story on John Potter

reply

Rob Kelsall, e-mail, 07.05.2007reply

I was directly involved with Don Farrington and John Potter. I was probably John's best friend in the later 15 years of his life. There several web sites with the early history of the 18A but they are not quite correct in some ways and they are all coppies of each other. I have been trying to write a more complete story when I saw this web site, it is the best I have seen. Actually tyhere were 4 tail designs and I have a picture to prove it. It was simular to the T tail but with two large fixed fins on either end of the horiz. stab.
I am also putting together info. for John's story, it was an amazing life. John died about the 28th of June 2006.
Would you like to use my writing, maybe to add to this web site? Kind Regards - Rob

Carlos, e-mail, 29.05.2008reply

I am interested in knowing where to buy this airplane. or who knows to mount a distribution in Brazil.
Debtor
Carlos

Tom Calovini, e-mail, 29.05.2008reply

In the early "60"s I ran into the 18A when I was fresh out of college. In my mind this was really going to be the "Model T" of the air. Becoming immersed in the giddy climate of all the Dealers congregating in Hagerstown,MD at the Air View Motel and seeing the prototypes being flown almost daily out of the Fairchild Facility everyone just knew this was going to be the first real mass produced, everyman's airplane.

John Potter was a part of the fabric of the dealer organization and committed himself and all his resources to the cause. I was lucky enough to befriend John and spent countless hours traveling the country with him in his trusty Navion "4032K". It always seemed John would show up when you thought of him.

It was a tragedy not just for John, but for all of us who dedicated our lives to getting the project off the ground, but the inspiring thing is that John never really gave up the dream and was still pushing to the end.

It was an honor for all who were his friends to know John and I would say he was one of the most inspiring and dedicated men to grace aviation.

We miss you John...Tom Calovini

Dan Humphreys, e-mail, 03.04.2007reply

Thank You! I saw one of these gyroplanes last Saturday parked at Harris Ranch in Coalinga, CA. It was marked in State of Kentucky patrol livery and I was curious as to what in the hell it was. Now we know. Thanks and warm regards. /dan

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