The aerospace engineer behind the development of light aircraft, which made flying easier for many, was Fred E. Weick. He made important contributions to aircraft design, improving the performance, safety and handling of civilian and military aircraft. He was born in Berwyn, Illinois, a suburb of Chicago. At age 12, he decided to become a pilot when he saw planes flying over a nearby airport. Although he had no formal engineering training, his high school science teacher encouraged him to pursue engineering. In 1922, he graduated from the University of Illinois with a degree in mechanical engineering. Soon after, Fred E. Weick discovered that there were not many job opportunities for aerospace engineers in the United States. He initially worked as a draftsman for the American Air Mail Service before joining the Yackey Aircraft Company in 1923. There, he worked various jobs, such as refueling airplanes and selling rides. He then applied for a junior aeronautical engineer position with the Naval Aviation Administration. He became the bureau's first civilian assistant responsible for propeller research. He also began writing a propeller design textbook that later became a classic. As a naval engineer, Fred E. Weick recommended that NACA create a large wind tunnel with a test section about 20 feet wide for testing full-scale propellers. Later, NACA offered him a job as a designer and facilities director, which he accepted.
Fred E. Weick joined NACA's Langley Memorial Aeronautical Laboratory in 1925. There he collaborated with Dr. Max Munk to create the Langley Propeller Research Tunnel (PRT). This is the first wind tunnel dedicated to the study of full-scale propellers. He led the PRT from 1925 to 1929. After proving the value of the PRT through initial propeller tests, Weick focused on developing a low-drag engine shroud for air-cooled radial engines, which improved aircraft performance and aided in proper engine cooling. His work earned NACA its first Collier Trophy in 1929. Weick then began studying engine placement on multi-engine aircraft and how this affected their performance. He plans to test the PRT to change the vertical position of the engine with NACA cowlings relative to the wing. Although the tests were conducted after Vick's departure, the results helped influence aircraft design by confirm Optimum location of the engine along the wing. These findings, first applied to the Boeing 247, Douglas DC-2 and Martin B-10, became critical in designing cost-effective airliners. Fred E. Weick left Langley in 1929 to become chief engineer of the Hamilton Aeronautical Manufacturing Company. There he tested propellers on Charles Lindbergh's Sirius aircraft at Lindbergh's request. In 1930, as the Great Depression hit airlines, Weick returned to NACA, where he focused on aircraft spin, a major problem causing many fatal accidents. Before taking the job, he made sure he could work in general in terms of stability and control. Fred E. Weick's intention was to prevent the aircraft from spinning this way and avoid the problem altogether.
Returning to Langley, Fred E. Weick became assistant director of the Aerodynamics Department. He led research on the 7 x 10 foot atmospheric wind tunnel. His team works on high-lift devices and new aircraft control concepts to make low-speed landings safer. They even hold a competition for the best private jet design. This work resulted in Weick's innovative W-1, which featured a tall parasol wing and unusual auxiliary wings. Weick and nine engineers built the W-1 in their spare time. It was the first aircraft to be equipped with steerable tricycle landing gear. It was evaluated by NACA pilots and tested in the Langley full-scale tunnel, resulting in a modified version designated the W-1A. In 1936, Weick left NACA to become chief designer of the Engineering Research Corporation (ERCO) in Washington, DC. His Ercoupe aircraft demonstrated his commitment to safety by incorporating rudder and aileron controls into a user-friendly device suitable for amateur pilots. Originally a two-seat aircraft and later a four-seat aircraft, the Ercoupe was the first personal aircraft to be certified anti-rotation. By the time Weick died in 1993, about half of the 6,000 aircraft built were still flying. After the postwar general aviation decline, Fred E. Weick joined Texas A&M in 1948.
Despite his lack of experience with agricultural aircraft, Fred E. Weick developed the Ag-1 crop duster and designed the Ag-3, which influenced the Piper PA-25 Pawnee series. His designs were recognized for their enhanced safety, making him a leading technical expert in agricultural aviation. In 1957, Fred Weick became director and chief engineer of Piper Aircraft in Vero Beach, Florida. He helped design the popular Cherokee family of light aircraft and Pawnee aircraft. Fred E. Weick retired in 1969 at the age of 70, but continued to serve as a consultant and to be active in the Experimental Aircraft Association. Wake received the Sylvanus A. Reed Award in 1945 and the WH Fawcett Award in 1946 for his work in the field of aviation. His autobiography, “Starting Over,” was published in 1988, and he died on July 8, 1993, in Vero Beach, Florida, at the age of 93. As one of the pioneers of aeronautical engineering, Fred E. Weick's contributions to today's aviation industry are priceless. Read more articles like this here.
