Merrill's choice of Bennett as an investor was no accident or stroke of luck, as he knew that it was common for oil companies to invest in the development of airplanes, and frequently sponsored flights and other events to highlight the performance of their products.

The aircraft was to be a twin-engine (called bimotored in the 1930s), eight-place mid-wing monoplane with a conventional tail unit and retractable landing gear.

[1] Using Belgian chemist Dr. Leo Baekland's patented carbolic acid and formaldehyde phenolic resin compound marketed as "Bakelite", Dr. Robert Nebesar patented a process where bakelite-bonded fine grain plywood was formed under pressure and heat to produce a strong light weight curved panel.

"[1] Merrill's original concept called on Nebesar's patented Duraloid shapes to form the BTC-1 monocoque fuselage and tail surfaces.

The combination of the skills of Baekland and Nebesar made possible the development of what can be considered the forerunner of today's composite aircraft.

Art Mankey from the Glenn L. Martin Company was Chief Engineer, Walter Chaffee, from Douglas Aircraft, a qualified test, and William Hawley Bowlus of San Fernando, California the designer and builder of gliders and sailplanes since 1911 which were mostly constructed using bent and formed wood.

[2] When the BTC-1 was completed it was partially disassembled and trucked from San Fernando a short distance to the Van Nuys airport.

[2] On November 1, 1937 the Bennett BTC-1 received approval number 2-552 from the Civil Aeronautics Administration, and the aircraft was officially registered as N18690.

With a total of $100,000.00 invested, Bennett and Merrill began a sales campaign directed to cities already exhibiting interest in aviation.

[3] Second was John Clay Kennedy, who, after a lengthy career in the cattle and beef industry, settled in Fort Worth.

Late in 1940, John Clay Kennedy, the principal stockholder in the Bennett Aircraft Corporation, emerged from the bankruptcy as the owner of the assets of the firm.

Airframe construction of the time was typically all-metal duraluminum with flight control surfaces covered with fabric.

[5] The Bennett was built using two low cost methods, horsepower versus weight and materials advancement.

If the design criteria proved successful the BTC-1 could fly at competitive speeds with less power and at lower manufacturing costs.

However, if William Hawley Bowlus followed his own standard practice, entire sides from upper to lower center lines would have been molded as one piece.

The average thickness of the skin would have been one quarter inch with additional laminations providing attaching points for the internal structure.

The filling of the fabric weave would have been accomplished by mixing extra fine sawdust with the clear dope sanded smooth to the desired finish.

[6] Given Bowlus's penchant for consistency, all-Duraloid construction is the most likely as there is no photographic or descriptive text indicating the wing to have been other than a fully monocoque cantilever structure.

The design followed the same practices as the wing structure, with additional thickness at the leading edge of the stabilizers as protection from ground damage.

[6] Vance Breese was primarily referred to as the test pilot, but he was also acknowledged as a contributing designer of the Executive.

[7] The fully retractable main landing gear were welded steel and flat stock structures with single fork mounted Goodyear low pressure tires.

The outstanding appearance was of its smooth skin and excellent finish, a virtual trademark of William Hawley Bowlus.