How Many Ford Trimotors Are Still Flying – A Guide To The Remaining
While 199 of these iconic aircraft were built between 1926 and 1933, today only a small fraction remains in existence. Currently, there are only two or three Ford Trimotors that are actively flying and certified for passenger hops, primarily maintained by dedicated historical organizations.
If you have ever stood on a tarmac and heard the synchronized roar of three radial engines, you know the power of the “Tin Goose.” Many aviation enthusiasts and mechanical DIYers find themselves wondering how many ford trimotors are still flying in an era of composite jets and digital cockpits.
The Ford Trimotor represents a pivotal moment in transport history, bridging the gap between wood-and-fabric biplanes and the modern metal airliner. It is a machine that demands respect, specialized knowledge, and a deep appreciation for vintage engineering and maintenance.
In this guide, we will break down the current status of the surviving fleet, the mechanical hurdles of keeping them airworthy, and where you can still experience the raw vibration of a 1920s flight. Whether you are a pilot, a mechanic, or a history buff, this is the definitive look at the remaining Ford Trimotors.
how many ford trimotors are still flying
To answer the core question directly, the number of airworthy Ford Trimotors fluctuates based on maintenance cycles, but generally, there are only two consistent flyers in the United States. These aircraft are meticulously maintained to meet modern safety standards while preserving their 1920s soul.
The first and most famous is the 1929 Ford 4-AT-E, operated by the Experimental Aircraft Association (EAA). This specific aircraft has a storied history, having served as a passenger plane in Cuba and even a crop duster before its full restoration.
The second primary flyer is the 1928 Ford 5-AT-B, owned by the Liberty Aviation Museum. This aircraft often tours with the EAA, allowing people across the country to book a seat and experience 1920s luxury firsthand.
There is also a third potential flyer, a 5-AT-C owned by Kermit Weeks at Fantasy of Flight in Florida. While it is maintained in beautiful condition, it does not tour as frequently as the EAA or Liberty machines, making it a rarer sight in the sky.
The Surviving Fleet vs. Airworthy Aircraft
It is important to distinguish between “surviving” and “flying.” While only a couple are currently taking to the air, there are approximately 18 to 20 airframes still in existence globally.
Most of these are static museum displays, housed in places like the Henry Ford Museum in Michigan or the Smithsonian National Air and Space Museum. These planes are preserved for their historical value but will likely never start their engines again.
Maintaining a vintage aircraft for flight is an exponentially more expensive and labor-intensive task than maintaining one for a museum floor. This explains why the number of flying units remains so low despite the interest in the model.
The Engineering of the Tin Goose: Why It Lasted
The Ford Trimotor earned the nickname “Tin Goose” because of its distinctive corrugated aluminum skin. This was a revolutionary choice by Henry Ford and designer William Stout, moving away from the fragile fabrics of the era.
This corrugated skin provided incredible structural rigidity and strength without adding excessive weight. It allowed the plane to handle the rough, unpaved airfields of the 1920s and 30s with relative ease.
Underneath that skin is a framework of duralumin, a hard aluminum alloy. For a DIY mechanic or restorer, working on this material requires specialized tools and a deep understanding of early metallurgy.
The Tri-Motor Configuration
The decision to use three engines was a safety-first marketing move by Henry Ford. He wanted to convince a skeptical public that air travel was safe, and having three engines provided much-needed redundancy.
If one engine failed during takeoff or flight, the remaining two could keep the aircraft aloft. This was a massive confidence booster for early airline passengers who were used to the unreliability of single-engine planes.
The engines themselves are typically Pratt & Whitney Wasps or Wright Whirlwinds. These radial engines are masterpieces of mechanical engineering, though they are notoriously “oily” and require constant attention from ground crews.
Maintenance Challenges for a Century-Old Machine
When discussing how many ford trimotors are still flying, we have to talk about the herculean effort required to keep them in the air. Parts for a 1929 aircraft are not exactly available at your local aviation supply shop.
Most replacement parts must be custom-fabricated or sourced from a dwindling supply of “new old stock.” This requires a machinist’s skill set and a historian’s patience to ensure every bolt and rivet is period-correct.
One of the biggest hurdles is corrosion. Even though the aircraft uses “Alclad” (a corrosion-resistant aluminum coating), nearly a century of moisture and flight hours can take a toll on the internal airframe.
The Radial Engine Learning Curve
Radial engines operate differently than the flat-four or six-cylinder engines found in modern Cessnas or Pipers. They require a specific starting procedure to avoid “liquid lock,” where oil pools in the bottom cylinders.
A mechanic must manually pull the propeller through several rotations before engaging the starter. This clears any oil and prevents catastrophic engine damage upon ignition.
For the modern DIYer, the radial engine is a lesson in mechanical empathy. You have to listen to the valves, watch the oil pressure like a hawk, and understand that these engines “breathe” oil as part of their normal operation.
Where to See and Ride in a Ford Trimotor
If you are lucky enough to live near a tour stop, you can actually buy a ticket to fly. This is the best way to support the continued airworthiness of these machines, as ticket sales fund the massive maintenance budgets.
The EAA tour is the most active, visiting dozens of small municipal airports every year. Seeing a Trimotor land on a 3,000-foot strip is a sight you will never forget.
When assessing how many ford trimotors are still flying for public tours, the EAA’s 4-AT-E is the workhorse of the fleet. It provides a surprisingly smooth ride, though it is incredibly loud inside the cabin.
What to Expect During a Flight
Don’t expect the pressurized, climate-controlled environment of a Boeing 737. The Trimotor is unpressurized, and the windows often slide open to let in the fresh air (and the smell of radial exhaust).
The cabin is narrow, featuring wicker or leather seats that reflect the luxury travel of the Great Depression era. You will feel every thermal and every gust of wind, giving you a true sense of what early pilots experienced.
The cockpit is a maze of levers and cables. Unlike modern planes where controls are hidden, the Trimotor’s control cables often run along the outside of the fuselage, visible to the passengers through the windows.
The Restoration Process: A Labor of Love
Restoring a Ford Trimotor is a project that can take decades and millions of dollars. It involves stripping the aircraft down to its bare skeleton and inspecting every single rivet for signs of fatigue.
Many restorers use modern non-destructive testing (NDT) like X-rays or ultrasound to find cracks in the wing spars that aren’t visible to the naked eye. This ensures the plane is safe for another 50 years of flight.
When people ask how many ford trimotors are still flying, they often overlook the volunteer hours involved. Hundreds of retired mechanics and enthusiasts spend their weekends degreasing engines and polishing aluminum.
Modern Safety Upgrades
While the goal is to keep the plane looking original, safety upgrades are mandatory for modern flight. This includes updated radio systems, transponders, and GPS units tucked away out of sight.
Modern braking systems are also a common upgrade. The original brakes were often inadequate for modern paved runways, so many flying examples use hidden hydraulic systems to ensure safe landings.
These modifications are a delicate balance. The goal is to maintain the historical integrity while satisfying the rigorous safety requirements of the FAA (Federal Aviation Administration).
Common Pitfalls in Vintage Aircraft Preservation
The biggest mistake a preservation group can make is neglect. Aluminum doesn’t rust like steel, but it can suffer from “intergranular corrosion,” which eats the metal from the inside out.
Another pitfall is the loss of tribal knowledge. As the generation of mechanics who worked on these planes in the 40s and 50s passes away, the specific “tricks of the trade” for tuning a Wasp engine are being lost.
Organizations like the EAA are working hard to document these processes. They create videos and manuals to teach younger mechanics how to maintain the corrugated skin and the complex cable-driven control systems.
Sourcing Authentic Materials
Finding the correct gauge of corrugated aluminum is a nightmare for restorers. Most modern aluminum is smooth, and the specialized rollers used to create the Ford’s “ridges” are mostly in museums themselves.
Some groups have had to build their own rolling machines just to create a single patch panel. This level of dedication is why the number of flying Trimotors remains so low.
It is also difficult to find period-correct upholstery. Using modern fire-retardant materials that look like 1920s mohair requires a lot of research and custom ordering from specialized textile mills.
Frequently Asked Questions About Ford Trimotors
How fast does a Ford Trimotor fly?
The Ford Trimotor has a cruising speed of about 85 to 100 miles per hour. While that seems slow by modern standards, it was a massive improvement over the ground transport of the 1920s.
How many engines does it have?
As the name implies, it has three engines. One is mounted on the nose, and the other two are suspended under the wings. This configuration provided the reliability that made it a success.
Can I fly a Ford Trimotor if I am a pilot?
While you can’t just rent one at your local FBO, you can receive specialized training if you volunteer with an organization like the EAA. However, it requires a “taildragger” endorsement and significant experience with multi-engine aircraft.
Is the Ford Trimotor safe?
Yes, the flying examples are subject to rigorous inspections that are often more strict than those for modern planes. The pilots who fly them are highly experienced and specifically trained on the aircraft’s unique handling characteristics.
How much did a Ford Trimotor cost in 1929?
A new Ford Trimotor cost roughly $42,000 to $50,000 in the late 1920s. In today’s money, that is well over $700,000, making it a major investment for early airlines like TAT (Transcontinental Air Transport).
The Legacy of the Tin Goose
The Ford Trimotor did more than just carry passengers; it proved that commercial aviation was a viable industry. It showed that metal planes could be durable, reliable, and profitable.
When you consider how many ford trimotors are still flying, don’t focus on the small number. Instead, focus on the immense effort and passion that keeps those few planes in the air.
They serve as flying classrooms, teaching us about mechanical simplicity and the origins of the modern world. Every time one of them takes off, it is a victory for history and for the mechanics who keep the dream alive.
If you ever get the chance to see one at a local airfield, take the time to look at the exposed control cables and the rivets in the corrugated skin. It is a masterclass in industrial design and a reminder of a time when “Ford” meant more than just cars.
Stay curious, keep your tools sharp, and always respect the mechanical legends that paved the way for our modern adventures. Whether you are under the hood of a truck or under the wing of a plane, the principles of quality maintenance remain the same.
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