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Scale : 1/48
Wing Span : 18"
Lenght : 18"
Code : KAT5CAAT

The 5-AT had powerful Pratt & Whitney engines. All models had aluminum corrugated sheet metal body and wings. However, unlike many aircraft of this era, extending through World War II and later, the aircraft control surfaces were not fabric covered, but were of corrugated aluminum. As was common for the time, the rudder and elevator were controlled by wires that were strung along the external surface of the aircraft. Similarly, engine gauges were mounted externally, on the engines, to be read by the pilot looking through the windscreen. Another anachronism was the use of the hand-operated "Johnny Brake." Like his cars and tractors, these Ford aircraft were well designed, relatively inexpensive, and reliable (for the era). The combination of metal structure and simple systems lead to a reputation for ruggedness. Rudimentary servicing could be accomplished "in the field" with ground crew able to work on engines using scaffolding and platforms. In order to fly into normally inaccessible sites, the Ford Trimotor could be fitted with skis and floats.The Ford 5-AT-C is an improved version, similar to the Ford 5-AT-A, accommodation for two pilots and 17 passengers.

A total of 199 Ford Trimotors were built between 1926 and 1933, including 79 of the 4-AT variant, and 117 of the 5-AT variant, plus some experimental craft. Well over 100 airlines of the world flew the Ford Trimotor. The impact of the Ford Trimotor on commercial aviation was immediate, as the design represented a "quantum leap over other airliners." Within a few months of its introduction, Transcontinental Air Transport was created to provide a coast-to-coast operation, capitalizing on the Trimotor's ability to provide reliable and for the time, comfortable passenger service. While advertised as a transcontinental service, the airline had to rely on rail connections with a deluxe Pullman train that would be based in New York being the first part of the journey. Passengers then rendezvoued with a Trimotor in Port Columbus, Ohio, that would begin a hop across the continent ending at Waynoka, Oklahoma where another train would take the passengers to Clovis, New Mexico where the final journey would begin, again on a Trimotor, to end up at the Grand Central Air Terminal in Glendale, a few miles north-east of Los Angeles.