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REVISED EDITION
AVIATION/HISTORY $27.95

RICHARD SANDERS ALLEN

The years between 1927 and 1937 are
known as the golden age of aviation—
a time of heady achievement, technolog¬
ical innovation, and the romantic pio¬
neering spirit of Charles and Anne
Lindbergh, Wiley Post and Will Rogers,
Amelia Earhart, Roscoe Turner, and
Jimmy Doolittle. These years saw the
continents and oceans spanned by air¬
planes, the polar regions explored, and
records set for distance, speed, altitude,
and endurance.
All this was made possible to a very
great degree by one aircraft type: the
fabulous single-engine Lockheed, first
and best known as the Vega, with the
later models Sirius, Altair, and Orion.
Only 198 planes of this type were built,
but their contribution to the history of
aviation jsimmeasurable.
ta-Spitzbergen
In this revised and updated edition of geles-New York

: Expedition
his widely acclaimed but long-out- ic Expedition

of-print classic, Richard Allen tells the lYork-Buenos Aires

b.r
exciting story of the design and blientes

construction of the Vega, and of the men

IES—London-Capetown
and women who flew her into history. World via Harbour Grace

i-Harbour Grace-Biscke (Hung.)

With its revolutionary semi-mono- ace-Culmore (Ireland)

coque, stressed-skin design, the efficient nadyr (Siberia) c/ftlani

|und the World
Vega had a strength-to-weight ratio su¬ DR—Australia-Oak land

perior to the airplanes that had come be¬ id

xico/ D.F.-New Yorfc

fore. She could carry more passengers ila

Atlantic-Seville
(or fuel) a greater distance than had been
previously possible. And though she was
made of wood and fabric, her new de¬ HS1 SURVEY FLIGHTS

Japan-China
sign would point the way to the light¬
undland-Moscow
weight all-metal airplanes of the modern
uth Atlantic-N.Y.

era.
Richard Allen's brilliant evocation of -D^cjzp£ion & d3 '
this whole period of aviation history, Jsi ana
WILKINS—2nd Meant Antarctic Expedition

WILKINS—1»t Meant Antarctic Expedition 1929-30

19*8-29
(Continued on back flap) Aufarcttca
 LnCjKHEED

The Lockbeeds of Aviation's Golden Age

REVISED EDITION

ORION BOOKS/NEW YORK

The ourhor is grorefu! ro rhe following companies, individuals, and insrirurions, pasr and
present, whose generosity mode illustrations available for inclusion in this book: The
Aeroplane, Harold Andrews, Juan Arraez, P. Dadre, John C. Barbery, Joseph H. Barry,
Jim Barron, Warren M. Bodie Archives, Walter J. Boyne, Peter M. Bowers, Braniff Inter¬
national Airways, J. (\ Brinkley III, Richard M. Bueschel Collection, James Carmody,
Harvey Christen, Lionel Clark, Cleveland Plain Dealer, Continental Airlines, Thor Dahl,
Harry Davidson, R.E.G. Davies, John M. Davis, Carlos Dufriche, Felipe Ezquerro, Angelo
Emiliani, Herbert G. Fales, Lesley N. Forden, General Electric Company, Robert J. Glea¬
son, B. F. Goodrich Company, Patricia Groves, Daniel P. Hagedorn, H. Allen Herr, Gerald
Howson, Stephen J. Hudek Collection, David D. Jameson, Lloyd R. Jarman, Walter
Jefferies Collection, Chalmers Johnson Collection, T. R. Judge, William A. Kelly, Leo J.
Kohn, Gregory C. Krohn Collection, William T. Larkins, Edward Leiser, Lockheed Aircraft
Corporation, Lockheed Air Terminal, Charles G. Mandrake Collection, Jusro Miranda,
K. M. Molson, Morrison Flying Service, National AirMuseum, Northwest Orient Airlines, Pan
American Grace Airways, Paramount Productions, Edward Peck, Dr. Daniel A. Poling,
Pratt 6 Whitney Aircraft Corporation, Rev. Boardman C. Reed, Theron K. Rinehart,
Matthew E. Rodina, Jr., Franklin Rose, Irving Rosenberg Collection, James A. Ruorsala,
San Diego Aerospace Museum, Thomas Sarbaugh, Warren D. Shipp, A. J. Shorrr, Cecil O.
Shupe, Richard K. Smith, Socony Mobil Oil Company, M. K. Sponholz, Paul L. Stephenson,
Bryan B. Sterling, Emil Strasser, Tallmanrz Aviation, Inc., Robert Taylor, Don Thomas,
Roscoe Turner, John W. Underwood, Adolfo Villasenor Collection, Truman C. Weaver,
Walter Walsh, William F. Yeager Collection.

Frontispiece: 1930s International Nickel Company executive

Herbert G. Fales's Lockheed Vega over a Florida lagoon.

Copyright © 1988, 1964 by Richard Sanders Allen

All rights reserved. No parr of this book may be reproduced or transmitted in any form
or by any means, electronic or mechanical, including photocopying, recording, or by
any information storage and retrieval system, without permission in writing from rhe
publisher.
Published by Orion Books, a division of Crown Publishers, Inc., 225 Park Avenue South,
New York, New York 10003,
owon and colophon are trademarks of Crown Publishers, Inc.
Manufactured in rhe United Stares of America
Library of Congress Cataloging-in-Publication Data
Allen, Richard Sanders
Revolution in rhe sky/Richard Sanders Allen—Rev. ed.
p. cm.
Bibliography: p.
Includes index.
1. Lockheed airplanes—History. 2. Aeronautics—History
I. Title.
TL686. L6A37 1988 88-9839
629.133'340423—del 9 CIP
ISBN 0-517-56678-8
10 987654321
Revised Edition
 To My Son
Robert Dish op Allen
 CONTENTS

A Letter from Charles Lindbergh ix

A Personal Word xi
1 Thunder Our of Burbank 1
2 Seekers of a Dream Plane 0
0 From on Inglewood Hayfield 12
4 Over Polar Wasres 19
5 Coasr ro Coasr 29
6 Racing Time and Space 42
7 Spanning rhe Norrh Arlanric 50
8 Across rhe Pacific 65
9 Girdling rhe Globe 74
10 Longer, Fasrer, Fiigher 86
11 Shrinking rhe World 94
12 Airliners ar Flome 111
10 Airliners Abroad 105
14 Sinews of War 146
15 They All Flew Lockheeds 159
Selecred Bibliography 181
Appendix 182
Scale Drawings 182
Building rhe Lockheeds 198
Supplemenr A Individual Histories of C/n 1-214 207
Supplement B: Known Registrations 205
Supplement C Model Specifications and Quantities 208
Supplement D: Condensed Production List 242
Supplement £• Average Performances 242
Supplement F-. Standard Equipment ond Typical Prices 240
Supplemenr G-. Types Produced by Years 240
Supplemenr H: Advances Recorded 1928-36 244
Supplement /.- How Lockheed Owners Named Their Plones 246
Index 249

vii
 A LETTER FROM CHARLES LINDBERGH

October 6, 1964
Dear Mr. Allen:
I returned lost week from on extended trip abroad, and my wife handed me rhe copy
of Revolution in rhe Sly which you so considerately sent us. Very many thanks.
I have been reading your book wirh interest and, as you can imagine, with some
nostalgia. I am impressed by your derailed research and resulting accuracy. Obviously rhe
manuscript involved a great many dedicated hours.
For your records I will amplify slightly rhe story of ordering rhe first Sirius. I wanted to
obtain a low-wing, long-range plane for my survey flying. (Low-wing for safety in a forced
landing, wider wheel spread, quicker take-off from tough fields, better vision in airporT
traffic, etc.) Nothing of this kind was being built in rhe United Stares. I met Jerry Vulree at
rhe Cleveland National Air Races in 1929. I had flown Lockheed Vegas and liked them.
Vulree and I discussed low-wing types—advantages and disadvantages. I offered to buy
o low-wing Lockheed at rhe price of the standard Vega, and rhe deal was concluded on
this basis. I am under the impression that my check to rhe Lockheed Corp., for $17,825.00,
included rhe engine. (I am nor certain about this.) All engineering and tooling costs of
rhe new type were to be borne by Lockheed and written off on hoped-for future orders.
My recollection is to rhe effect that our flying suits were heated by rhe engine gear-
driven generator (page 36).
I had ordered a retracting landing gear for rhe Sirius, and a wing wirh this gear was
completed shortly before our 1930 transcontinental, record-breaking, flight. Bur rhe gear
looked to me so wobbly that I did nor want to attempt a heavy-load rake-off on it, and
left it at Burbank for further development. I intended, at that rime, to have rhe rerracring-
gear wing installed on our Sirius. Later plans for converting rhe Sirius to a seaplane resulted
in out never operating rhe plane wirh a retracting gear. The Army Air Corps asked for rhe
rerracting-gear wing, and I authorized the Lockheed Corp. to turn it over to rhe Army.
On page 94, it is stared that Carranza attempted his fatal New York-Mexico City flight
in a replica of the Spirit of Sr. Louis. Actually his plane was basically rhe regular Ryan
model, equipped wirh additional fuel ranks.
On page 104 it is stared: "Pan American had cached gasoline and supplies at prear¬
ranged way stops, and wired money ahead for such purchases in Siberia and Japan."
Actually, I arranged and paid for all gasoline and supplies used on our flight to rhe Orient
in 1931. Pan American did furnish rhe radio equipment we carried in rhe Sirius, since it
was by far rhe most advanced available. We used Canadian Air Force gasoline caches in
northern Canada. The Standard Oil Company arranged to send fuel to our Siberian stops.
On our'1933 Arlonric-suivey flights, Pan American organized and financed rhe ground
and water expedition which worked wirh us in rhe Jelling in rhe Labrador-Greenland
areas of our survey. At a number of landings we used fuel cached or carried by rhe
Jelling.
As you store in rhe book, I was working as consultant to Pan American. In this connec¬
tion I wonted to become acquainted wirh northern routes and flying conditions. The
results of my surveys and experience were, of course, fully available to Pan American. Bur
I conceived of, and, wirh rhe exceptions outlined above, financed, rhe 1931 Orient and
1933 Atlantic survey flights myself.

ix
X A LETTER FROM CHARLES LINDBERGH

The above is simply factual information, a result of rhe consulting relationship I main¬
tained with Pan American and other organizations. It was my business to keep abreast
of airline problems in general. My flights with rhe Sirius were independent of bur closely
related to (in most instances) rhe organizations I was consultant to. This arrangement
seemed to work our advantageously from all standpoints, including Pan American's.
On page 105 it is stated that "Instead of rhe original orange, her [rhe Sirius's] wings
and rail were now red." I am not under rhe impression that rhe color was changed.
According to my memory, it was always an orange-red (black and orange so it would
have the maximum contrast under various ground-color conditions in case of a forced
landing and search).
All of rhe above items are derail, and stared as a matter of interest and record. On the
whole I think you have achieved extraordinary accuracy in your bools. Regardless of how
much research one does, it is impossible to keep minor discrepancies from slipping in. My
congratulations on a fine job go to you along with my appreciation.
With best wishes,

To Mr. Richard Sanders Allen

 A PERSONAL WORD
This book is concerned wirh rhe single-engine Lock¬
heed, o very special kind of airplane, and a glamorous
symbol of a Turning poinr in aviation history.
Recent literary emphasis has been on rhe achieve¬
ments and design of military aircraft in both World Wars,
yet the intervening years of peace had their share of
great planes and heroic flyers as well. This period saw
rhe phenomenal growth of aviation, even in rhe face of
an economic depression, and it was accompanied by
avid public interest in airplanes and adulation for their
pilots.
As a boy, I was part of rhe great air-minded throng of
Americans who ran outdoors to watch rhe skyborne pas¬
sage of any airplane. Like thousands of others, I kept
scrapbooks, built models, hung around flying fields. Clear
in my mind is rhe Saturday that my big brother rook me
to the airport at Newark, New Jersey. There, parked on
rhe apron, was a shiny red-and-whire Lockheed Vega.
The dare was October 26, 1929. Though I had my first
plane ride rhe next day from famous Roosevelt Field, it
was an anticlimax after seeing rhe wonderful Vega at
Newark. To me that sleek, cowled and panted ship was
Aviation. Just delivered from rhe Lockheed factory in Cal¬
ifornia, rhe plane was like a living thing, just aching to
be flown, an object of speed and power and rhe kind of
beauty that a boy can best appreciate.
Thar spark of youthful enthusiasm lay smoldering
through thirty years of work that only occasionally
touched on flying and airplanes. It was rekindled in 1958
when my son rucked in my Christmas stocking a model
kit of the famous Vega Winnie Mae. Nostalgic, I pro¬
ceeded to dig our from rhe attic my tattered clipping
"file" on aircraft. Putting rhe model together, along wirh
poring over the frail old newsprint brought it all back:
those daydreams of airborne journeys, and rhe hours
spent searching through each week's rotogravure section
for such pictures as those showing the Lindberghs in rhe
Orient, Post and Garry tired bur game in Berlin, and all
rhe parade of Lockheeds wifh their young and smiling
pilots.
What, I wondered, ever happened to all those famous
Lockheeds and rhe men and women who flew them
through uncharted skies? As a writer on historical and
engineering subjects, I began to feel strongly that these
xi
planes deserved serious research and investigation. Seek¬
ing data, I found rhe stories behind rhe planes were
available only in bits and pieces. An overall account of
this glamour plane of aviation's Golden Age had never
been chronicled.
In this book, I have tried to pay tribute to these first
Lockheed airplanes, rhe very sight of which could fire so
much admiration, and to their builders, owners, and
pilots. What I have pur together in rhe pages beyond is
nor a "company history" of rhe Lockheed Aircraft Corpo¬
ration. Rather, it is simply rhe story of rhe background
and accomplishments of these nearly two hundred sin¬
gle-engine Lockheeds, which were produced between
1927 and 1937.
Assembling this book has been largely a seeking-out
of rhe written, photographed, and remembered fact. My
old clippings were a nucleus, and the aviation and gen¬
eral press and magazines of rhe period provided basic
groundwork. Over a period of three decades, I have con¬
sulted, either in person or by mail, some five hundred
people who were directly involved in rhe story of rhe
Lockheed Vega and its wooden and metal sister ships.
Their cooperation has been overwhelming.
The components of aviation history, though compara¬
tively recent, can be nebulous. The memories of fifty
years ago can be excellent, haphazard, or even nonex¬
istent. One man who was on the spot will recall an event
as happening "just this way." Another will be positive of
an entirely different time, place, even people. To add to
rhe confusion, contemporary newspapers may give still
different versions.
In many cases I have arrived at what I believe is a
reasonably accurate account only by comparison, deduc¬
tion, and downright guess. The evidence of photographs
is usually conclusive, bur once in a while even these were
retouched, or faked—and so provide a trap for rhe re¬
searcher.
The historical and factual sketches, rabies, and charts
in rhe Appendix have been compiled from basic infor¬
mation in the files of rhe Federal Aviation Administration
and rhe Lockheed Aircraft Corporation, and from mate¬
rial supplied by serious students of aviation history.
When I began to do research on rhe early Lockheed
xii A PERSONAL WORD
airplanes, I had only my dog-eared file of newspaper and
magazine clippings daring from 1928-01. Bur my fellow
aviarion historians and many interested individuals are a
generous lot. Support for and contributions to the project
came, literally, from all over the world. The people listed
below are only a small portion of those who con never
be sufficiently thanked: John C. Barbery; Joseph H. Barry,-
Owen Billman; Warren M. Bodie,- PeterM. Bowers; Walter
J. Boyne,- Dustin W. Carter,- Harvey Christen; Mark Cleven¬
ger; Lesley N. Forden; Janet Greene,- Stephen Greene;
Stephen J. Hudek; David D. Jameson,- Lloyd Jarman; Wal¬
ter Jeffries; Chalmers A. Johnson,- Phil Juergens,- Leo J.
Kohn; Gregory C. Krohn; William T. Larkins,- Harvey H.
Lippincort; Charles G. Mandrake; Robert C. Mikesh; Erik
Miller,- Ken Molson,- Don Rampton,- Rev. Boardman C.
Reed; Lester G. Robinson,- Matthew E. Rodina, Jr.; Irving
Rosenberg,- James Ruotsala; Kenn C. Rust; James J. Sloan;
Emil Strasser; Bob Taylor; John W. Underwood; Janz Van-
derveer; Adolfo Villasenor,- Truman C. Weaver; William F.
Yeager.
Y7 YM IS Y7

A
 i

. rhe door blew off, bur they continued on ro Mines field with
rhe wind howling and eddying through rhe cabin. There Yankee
Doodle taxied triumphantly up in front of rhe grandstand—rhe sole
entry to complete rhe race."
 1
T he dusty Midwestern airfield lay basking in the
fall sunshine which slanted off the roof of the
new tin hangar. The crowd had driven our from
town in Model As, plus a Mormon and Packard
or two, and by now was strung along the make¬
shift rope barrier, snacking on pop and Crackerjack. Straw
boaters and cloche hats shielded eyes that searched the
horizon, eager to spot the approach of the lead planes
of the 1929 National Air Tour.
Before long, specks appeared in rhe distance and
grew larger to become airplanes. Their engines filled rhe
sky with an increasing hum as, one by one, they took
shape: rhe metal, wood, fabric, and wire products of
America's budding aviation industry, sent our on display.
Steeped in the lore he'd found in rhe pages of Model
Airplane News, a youngster in knickers importantly an¬
nounced the arrivals to a knot of grownups near by.
1
"Those biplanes now, they're Wacos, and there's two
Great Lakes, and that one coming in—yep, it's that lady
pilot in on American Eagle."
Quickly the boy pointed our rhe broad-winged Bellan-
cas, the Fairchild monoplane, and rhe hulking bimotored
Curtiss Condor. The landing of two gleaming all-metal
Ford Trimorors caused a minor stir among the spectators.
Finally, swooping our of rhe sunlight, two new planes
made a thundering pass over rhe field and all eyes
swung to watch. Just a glance recognized them as far
different from the bulky, square-cut ships that had pre¬
ceded them.
The freckled kid was fairly hopping with excitement.
Winnie Mae, grearesr Vega of rhem all, gets ser ro rake off from
Harbour Grace, Newfoundland, for Arlanric leg of Posr and Garry's
round-rhe-world flighr in 1931.
2 REVOLUTION IN THE SKY
"Lockheeds!" he shoured above rhe din of rhe snarling
engines. "Boy, whara plane!"
The perfectly streamlined shapes banked steeply at
rhe end of rhe sod field, and circled to land. Descriptions
like "winged bullet," "torpedo plane," and "flying cigar"
went through rhe crowd, and rhe bull voice of rhe an¬
nouncer came in snatches from a megaphone: ",.. now
landing ... Lockheed Vega, made in Burbank, California
... piloted by Mr. Post... rhe red one is flown by Captain
Hawks... a Lockheed Air Express... this plane holds
three transcontinental speed records...."
As the sleek planes taxied to a stop down the line, the
boy's eyes were shining.
"Lockheeds!" he breathed, almost reverently. "Gee,
how I'd like to fly in one of those!"
His desire was echoed many rimes in the late twenties
and early thirties. Thousands of air-minded kids during
these years of aviation's Golden Age could spot a Lock¬
heed in seconds. The image of their speeding, bullerlike
shape became etched on the mind of anyone who read
a newspaper and followed rhe exploits of men and
women like Colonel Lindbergh, Wiley Post, Amelia Ear-
hart, and Sir Charles Kingsford-Smith.
It wasn't just kids. To fly a Lockheed was the ultimate
wish of hundreds of top pilots who witnessed rhe planes'
rocketing entry onto rhe aviation scene, and a surprising
number realized their ambitions.
Many of rhe famous aircraft manufacturers were well
established when rhe first Lockheed Vega made its ap¬
pearance in 1927. There was Boeing in Seattle, Curriss-
Wright at Garden City, Consolidated in Buffalo, and Doug¬
las in Santa Monica. All these companies considered the
Army and Navy their only real and steady customers, and
for years they concentrated primarily on biplane devel¬
opment. Their output consisted of two-wingers of varying
sizes, their framework skeletons of wood and welded
metal tubing covered by taut, highly doped, and painted
fabric. After months and years of resting with the armed
services, "the big four" developed and marketed an oc¬
casional commercial model. But monoplanes from their
factories were a long rime coming.
Other good firms built fine aircraft, too. There was Fair-
child of Farmingdale, Long Island, Bellanca of New Cas¬
tle, Delaware, and Travel Air of Wichita, Kansas—all
pioneers in rhe building and sale of passenger mono¬
planes. Their products, with broad braced wings and
boxy fuselages, were a common sight at any sizable
airport. Another popular job was the Ryan Brougham,
rhe 5-passenger version of Lindbergh's famed Spirit of Sr.
Louis.
From Hasbrouck Heights, New Jersey, came rhe Amer¬
ican-built Fokker Universals, with their big unsupported
cantilever wings. Only rwo companies made all-metal
planes. The Hamilton company of Milwaukee, better
known for its propellers, built a well-designed mono¬
plane clad in aluminum alloy, as did the Ford Motor
Company with its famous Ford Trimotor.
Pitted against this array of biplanes and fabric-covered
monoplanes, plus rhe two newfangled metal jobs, the
early Lockheeds were a complete innovation in style and
performance. Their unique single-shell, wooden mono-
coque construction pur them far ahead when it came to
speed and long-range capability, and they immediately
proceeded to outclass everything that flew.
These fast wooden monoplanes, built in six distinct
models over a period of seven years, brought stream¬
lined good looks to workaday aircraft. Between 1927
and 1934 rhe consensus of rhe flying world was that
Lockheed built the fastest, finest, and most desirable air¬
planes on rhe marker.
Even with massive public recognition and flyers' accep¬
tance, only 198 Lockheeds of this early single-engine
series were built. But no other group of aircraft, produced
in such small numbers, ever made so great a contribution
to aviation.
From rhe little factory in Burbank, California, came
many glamorous airplanes, record-breakers and ocean-
hoppers almost as famed as the pilots who flew them.
Then, after rime and distance were conquered, a good
share of the first Lockheeds became workhorse commer¬
cial airliners, carrying mail, passengers, and cargo over
far-flung airways on through rhe years. Individual pilots
flew them simply for pleasure; they were also rhe nu¬
cleus of America's great fleet of executive transports.
Best-known model of rhe original line of speedy
wooden Lockheeds was rhe high-winged Vega, the most
famous of which was Wiley Post's world-circling Winnie
Mae. A later model, rhe low-winged Orion, introduced
fully retractable landing gear and high-speed schedules
to infant airlines in both America and Europe. In between
were other versions that regularly took rhe air from Bur¬
bank: the parasol-wing Lockheed Air Express and rhe
specialized long-distance Explorers. The Lockheed Sirius
found fame with rhe trail-blazing survey flights of rhe
Lindberghs. And a final two-seater was rhe Alrair, from
which was evolved rhe U.S. Army's very first low-wing
fighter plane.
All these models made aviation history. A list of Lock¬
heed records and "firsts" runs to hundreds of entries, and
includes dozens of speed records, unprecedented round-
the-world and intercontinental flights, plus pioneer cross¬
ings of both rhe Atlantic and Pacific oceans. Men and
women recognized as the finest flyers of the era flew
Lockheeds over every continent of rhe globe.
The Vega and its sister ships brought into useful being
rhe present-day concept of streamlined airplane config¬
uration. Thus barely half a lifetime ago, and in rhe space
of a few short years, they carried out a true revolution in
rhe sky.
With their coming, aviation outgrew rhe box kite.
 2
SEEKERS OF
A DREAM
PLANE
T he srory of rhe fabulous Lockheeds could be said
ro open in 1913, wirh rhe rakeoff of o gawky
biplane rhar gave lirrle promise of rhe srream-
lined performers rhar were larer ro blaze rhrough
rhe sky. Acrually, rhough, ir began wirh rhe
dreams of Allan Haines Loughead, a Californian whose
Scors-lrish name, in irs phoneric spelling, became rhe hall¬
mark of some of rhe world's mosr famous aircrafr.
Red-haired Allan was rhe son of John and Flora Haines
Loughead, and rhe youngesr of his morher's four chil¬
dren. Ar rhe rime of his birrh in 1889 rhe family lived in
Niles, inland from rhe sourheasr shore of San Francisco
Day. Allan's parenrs separared when he was young, and
his morher rook rhe family ro Alma in rhe Sanra Cruz
foorhills, where she operated a rhirry-five acre fruir ranch.
College rrained and ralenred, Mrs. Loughead derived
exrra income from wriring novels and poerry. Some of
3
her fearure srories were published in rhe San Francisco
Chronicle. Allan, slowed by poor healrh as a child, never
finished grammar school, bur his morher supplied an ed-
ucarion wirh her fine ruroring.
Young Loughead and his older brorher Malcolm en¬
joyed ranch life, bur much preferred Tinkering wirh ma¬
chinery. Ar seventeen Malcolm gor a job as a mechanic
in San Francisco, working on Whire sream mororcars.
Allan also forsook raising grapes and prunes when he
reached seventeen, and wenr up ro rhe big city himself.
His firsr job was in a hardware srore ar $10 a week, bur
he soon rook a cur in pay ro work, like Malcolm, as an
auromobile mechanic.
Meanwhile, Vicror, rhe eldesr of rhe rhree brorhers,
Lougheads' second ship: F-1 was world's largest seaplane in 1918,
had 74 foot wingspread and a triple rail.
4 REVOLUTION IN THE SKY
worked os a consulring engineer in Chicago, where he
spelled his name Lougheed. He was one of rhe founder
members of rhe Society of Automotive Engineers, bur he
was an aerodynamics theorist and writer on rhe side, and
his Vehicles of rhe Air and Airplane Designing for Ama-
reurs were widely read, discussed, ond used by would-be
aeronauts—including his brothers.
Through Victor, Allan Loughead found work in 1910
as an airplane engine mechanic in Chicago and soon
had a chance on the side to make his first flight. Sharing
the sear of a homemade airplane erected in a Chicago
barn, Allan was "copilot": he manipulated the aileron
wires while rhe ship's builder worked rudder and eleva¬
tors. It was one of rhe first recorded dual-controlled flights
in aviation history.
The thrill lingered with him as he tuned the power
plant for rhe plane of his employer, James E. Plew, a
truck distributor who was trying to break into aviation.
Plew's Curtiss-rype pusher, with a 35-hp engine, was
made ready for demonstration flights from a nearby race
track. Allan yearned to be more than just rhe man who
adjusted sparkplugs and carburetor as he watched with
envy while rhe regular hired pilots tried to get rhe ship
off the snow-covered ground. When they gave up, Plew
listened to rhe pleas of his ersrwhile mechanic—and
gave him a try. Cocky young Loughead coaxed rhe flimsy
pusher into the air, gradually orienting himself to the
controls and the shoulder harness that worked the aile¬
rons. Jerkily, he circled around and around rhe track oval
Allan and Malcolm's firsr design: lanky Model 6 is airborne June
1913 over San Francisco Day.
and landed triumphantly in one piece. Of his firsr solo he
said:
"It was partly nerve, partly confidence, and partly
damn foolishness, bur I was now an aviator!"
Allan had barely an hour and a half in rhe ait himself
when he began working as a "flying instructor." He also
indulged in a brief career as an exhibition flyer, which
came to an abrupt end at Hoopesron, Illinois. Piloting a
water-soaked and underpowered Curtiss, Loughead left
the ground in fine style, bur could nor gain altitude. His
journey into rhe late-afternoon dusk was suddenly inter¬
rupted by contact with some low-hanging telegraph
lines. Like a paper glider, rhe fragile Curtiss came to
gentle rest in a tangle of wires, hanging with one wing
impaled on rhe cross-arm of a pole. Allan switched off
rhe engine, which was still popping, and scrambled un¬
hurt from rhe dangling wreckage.
Experiences on the county-fair circuit taught Loughead
what was good—and bad—about rhe flying machines
of 1911. Nor trusting his luck too far, and with a wife to
support, he returned to San Francisco to work in a garage
until such rime as he might be able to build an airplane
of his own. The design for a 3-place seaplane was al¬
ready occupying his mind. It should be a tractor type,
with rhe engine ahead, he thought: he was tired of wor¬
rying about a heavy motor mounted behind, hanging
there in readiness to crush rhe pilot should rhe plane
come down nose firsr.
The self-taught birdman often discussed aerodynamic
problems with his brother Malcolm, and at length rhe
two mechanics joined forces to build their own plane. A
hydroplane was rhe logical choice because of rhe unlim¬
ited facilities in and around rhe Day area, and San Fran¬
cisco's longtime interest in boating. Cannily rhe
Lougheads termed their brain child rhe Model G to give
rhe impression that this was their seventh, rather than
firsr, foray into aircraft manufacture.
The brothers kept their jobs and worked every other
waking moment on their airplane. To help them, Max
Mam lock of rhe Alco Cab Company invested $4,000 in
their enterprise. The Lougheads contributed their rime,
tools, and design skill, together with a great deal of
elbow grease. For a year and a half, a small former
garage at the corner of Pacific Avenue and Polk Street
was rhe scene of ever-increasing activity as rhe new air¬
plane rook shape.
Model G, rhe first Loughead-built airplane, was a siz¬
able ship. A biplane, its upper wingspread was 46 feet
and its triangular fuselage was 30 feet long. It was
equipped with mid-wing ailerons, and, in rhe manner of
French design, rhe entire rail swung on a universal joint.
The main center float was an affair like a sled, and out¬
rigger pontoons kept rhe wing rips from dipping into rhe
water. When its Kirkham 6-cylinder engine burst its crank¬
case after fifteen minutes of operation, rhe designers
Model G on land ro show off features making it one of the earliest
successful tractor-type seaplanes. Note rare horseshoe Kirkham ra¬
diator ro cool 80-hp Curtiss V-8 power plant, open-air passenger
searing.
subsrirured on 80-hp worer-cooled Curtiss V-8 power
plonr, wirh rhe Kirkham's horseshoe-shaped radiaror re¬
rained. The Model G had only one insrrument: an old
rachomerer taken from a motor boar.
On rhe afternoon of June 15, 1910, Allan and Malcolm
eased rheir creation inro rhe waters of rhe Golden Gare
from rhe beach ar rhe foor of Laguna Street, jusr west of
rhe Army's transport dock ar Forr Mason. Allan climbed
in, starred rhe engine and, swinging inro rhe wind, got
rhe G on srep. Soon rhe slap of rhe waves below ceased
and rhe plane was airborne. The ship was very sensitive
ro handle, bur a short hop was enough ro show rhar
monrhs of work had produced success. Allan, highly
pleased, returned ro rhe beach and rook Malcolm
aboard. This rime rhe "hydro-aeroplane'' made a 10-mile
flight, cruising around rhe island of Alcatraz, soaring in
grand style some 300 feer above fascinated spectators
on Marker Srreer.
The Lougheads' Model G was one of rhe first successful
rractor-rype seaplanes ever built. It was highly unusual for
this render age of flight in rhar ir could carry more rhan
one person.
The G was well proved, bur a minor landing mishap
and general financial conditions pur rhe plane in storage
for rwo years. Allan wenr back ro his old trade of keeping
San Francisco's motorcars in running condition. Malcolm,
ranging further afield, rried ro sell rhe Chinese a Curtiss
pusher, only to hove rhe plane confiscated as contraband
by rhe British ar rhe outbreak of World War I.
Borh brothers would occasionally knock off work and
go up in rhe Mother Lode country ro prospecr for gold,
bur never returned wirh more rhan a nugger or two. The
Model G, gathering dust in storage, bothered them. Then
came rhe opening of San Francisco's Panama-Pacific Ex¬
position in 1915 and an opportunity to use rhe ship.
Backed by fresh capital, rhe Lougheads boughr conrrol
of rheir plane and picked up rhe flying concession ar rhe
Pan-Pacific. During fifty flying days ar rhe fair, they safely
carried more rhan 600 passengers and made themselves
$4,000. Allan and Malcolm decided ro move ro Sanra
Barbara afrer rhe exposition closed. Since rhe gas rank of
rhe Model G held only eighr gallons, rhe boys couldn't
arrempr ro fly rhe ship rhe 300-odd miles south, so rhe
plane had ro go by flatcar.
Early 1916 found them serried in southern California
and launching a new project: rhe Loughead (pro¬
nounced "Lock-heed") Aircrafr Manufacturing Company.
For rhe third rime, rhe energy and obvious ability of Allan
and Malcolm arrracred financial backing. Ir came in rhis
instance from Burron R. Rodman, a Sanra Barbara
machine-shop owner. Anrhony Sradlman, a friend from
Allan's exhibition flying days in Chicago, was made fac-
rory superintendent. Operations began wirh a handful of
workers in rhe rear of a Stare Srreer garage, jusr a block
from rhe Sanra Barbara warerfronr.
The new company proposed ro build a 10-passenger
flying boar, an unprecedented design which called for
6 REVOLUTION IN THE SKY

slow and painstaking workmanship. During rhe summer

Top company personnel with Curtiss H52L-rype seaplane built for
o twenry-year-old archirecrural draftsman and parr-rime rhe Navy: Malcolm Loughead in gun turret behind (lefr ro righr)
auro mechanic became aware of whar was going on in Norman 5. Hall, Anthony Sradlman, Burton R. Rodman, Allan Loug¬
rhe garage. John K. Norrhrop, son of a local conrracror, head, and John K. Norrhrop.
was inrensely inreresred in rhings aeronaurical. Neverrhe-
less, ir is said rhar he walked pasr rhe facrory again and
again wirh studied casualness, before making up his
mind ro go boldly in and ask for a job.
The Lougheads pur rhe shy rowhead ro work on rhe
hull of rhe new flying boar, already called rhe F-1 model.
Dy concentrated personal study, Norrhrop had mastered
stress analysis. And, despite being younger rhan any of
rhe shopworkers, he ser ro work successfully ro design
and stress rhe wings of whar was ar rhe rime rhe world's
largest seaplane.
Ir was a real monsrer. The F-1 's upper wing stretched
ro a length of 74 feer, rhe lower ro 47 feer; on booms ro
rhe rear was a triple rail. And rhe ship was powered by
rwo 160-hp Hall-Scorr warer-cooled engines.
Construction of rhe big flying boar proceeded slowly.
Allan and Malcolm flew rhe Model G on passenger and
charter business to help pay rheir renr. One 60-mile flight
gave rhe plane rhe distinction of being rhe firsr ro hop
rhe Sanra Barbara Channel off rhe California coast.
Then rhe United Srares entered World War I, and ir was
hoped ro sell rhe new F-1 ro rhe Navy, bur rhe flying boar
was nor completed until March 1918. Wirh hasre ro have
rhe big plane evaluated by rhe government, Allan and base was made in 181 minures, and ser a new nonsrop
Malcolm, pioneer flyer Carl Chrisrofferson, and a news¬ over-water mark.
paperman, ser our ro fly from Sanra Barbara ro San Naval authorities kept rhe F-1 in San Diego for several
Diego. The 211-mile journey ro rhe Navy's Norrh Island months. The Lougheads meanwhile got an order for rwo
more seaplanes, ro be builr ro rhe srandard specifications
of a Curtiss HS2L. In rhe interests of national defense, rhe
Riders overflow F-1 for cameraman in rhe heydey of $5 joy hops,
bur acrual capacity was 10 including pilots. company invested some $5,000 ro better rhe basic
design, bur unfortunately was never reimbursed. The bril¬
liant facrory superintendent, Tony Sradlman, experi¬
mented wirh bulletproof fuel ranks for rhe flying boars,
and young Jack Northrop was released from military ser¬
vice to work on them. Wartime employees rose ro a top
of eighty-five. Though completed too lore ro see any
acrual patrol service during rhe war, rhe pair of Loug-
head-builr HS2Ls were duly accepted by rhe Navy.
When Allan and Malcolm gor rhe F-1 back from Uncle
Sam, they decided ro convert her into a landplane: rhe
F-1 A. The flying-boar hull was replaced wirh a special
reardrop nacelle, below which hung a rricycle landing
gear. The fittings for rhe wire wing bracings were molded
in streamlined shapes with rhe idea of reducing wind
resistance. Test shapes were hung in a wide glass rube.
A workman wirh a good ten-cenr stogie was derailed to
puff smoke happily into rhe rube. Intense and alert, Jack
Norrhrop would sir and watch rhe cigar smoke flow
around rhe varied Shapes he had designed, making
drawings and nores. In rhe end rhis crude wind-runnel
Converted to wheels os the F-1A, the big ship is ready for 1918
coasr-ro-coQsr flight

work resulted in the addition of 10 miles an hour to the

speed of the F-1A.
In 1918 the Lougheod brothers decided on on effort
to focus public attention on their big plane: they dis¬
patched the ship on o transcontinental demonstration
flight. With O. 5. T. (Swede) Meyerhoffer and A. f\ (Dob)
Ferneau os pilots, and L. G. Flint as mechanic, the heavy
biplane got away from Santo Barbara just a few days
after the Armistice. Fighting terrific winds and storms, the
F-1A covered 415 miles in 6 hours and 10 minutes, made
a forced landing on the desert at Tacna, Arizona, and
then went on to Gila Dend to gas up. During the next
takeoff a mesquire bush fouled a propeller and the big
plane went up on her nose in a dry creekbed. Swede,
Dob, and Flint escaped injury, bur the damaged F-1 A
never got to the East Coast.
The faithful Model G, having often kept the little com¬
pany solvent, was at last retired in 1918. With scant sen¬
timent, the engine was sold and the framework of the
Lougheads' first airplane was junked for scrap. The F-1,
again fitted as a flying boat, rook her place in the duties
of raking passengers for rides from the beach at Santa
Barbara. Journey's end in Arizona: pilots and mechanic walls away bur
The 1919 season for tourists was a brisk one, with plane is sent home to Santa Barbara for rebuild—and change
flights at $5 a hop. Another source of income was the bach to floor-equipped F-1.
0 REVOLUTION IN THE SKY

morion picture business. Mounted in the front cockpit, far

out ahead, a rotating movie camera could record all
manner of histrionics going on in rhe rest of the plane
while in flight. One novel charter involved a wedding
performed aloft—during which rhe best man became
violently airsick.
By and large, rhe F-1 was an excellent ship, flying slow
and steady, lazily droning back and forth above the Cal¬
ifornia coast. In October 1919 rhe U S. government char¬
tered her for rhe use of King Albert and Queen Elizabeth
of rhe Belgians while on their visit to southern California.
Allan Loughead rook Their Majesties on a long flight to
Santa Cruz Island and back, during which the King flew
the plane himself. The King was so impressed with rhe
F-1 and her builders that he awarded Allan and Malcolm
the Belgian Order of rhe Golden Crown.
Like rhe little Model G, rhe giant flying boat survived
J
years in rhe air with only minor mishaps, and no injuries
JP . :hM to passengers or crews in hundreds of hours of flying
Malcolm (lefr) and Allan Loughead man rhe dual controls of rheir time. After barnstormers dropped the prices for passenger
reconverted flying boat hops to as low as a dollar, rhe Lougheads sold rhe flying
boar to a syndicate that intended to start an air service
Ad in 1919 uses views of four planes to plug versatility and hint at
a buzzing assembly line.

EVERY LOUGHEAD AIRPLANE f

i
A
Publicity debut for rhe 5-1 at San Francisco's Civic
SUCCESS Center, with film starlet Mary MacLaren.
Builders of Commercial Aircraft
since

H-S 2 L. ol H’S. 2.L 5**pUn»

Tfy, u-.lf V.J N-..,
»uil» t..V4l*»v r

■Sport Biplane-Model 5-1

Contractors to U.S.Nav,y

Incorporated under Lavis of California

CAPITAL STOCK *250,000

n'otp'M *••>«< i»«(ir

lX)UGHEADWoS5?SSSr) » «»pA//W»Jpr 44M’y«) ik*v<

AIRCRAFT
MFG.CO.
SantaBarbara,Califor ni a *>» Liv 'a S*- tv.fjc

■
 SEEKERS OF A DREAM PLANE 9

ro rhe omusemenr centers on Carolina Island. The ven¬

M. LOUGHEAD.
ture failed ro get airborne, however, and rhe F-1 lay sadly PROCESS OF MANUFACTURING CURVED FORMS OF PLYWOOD OR FIBROUS COMPOSITIONS.
abandoned on rhe beach ar Sanra Barbara until idle APPUCAIION FILED AUG. 12, 1919,

vandalism reduced her ro kindling. ,

1 425 113 , . Patented Aug. 8, 1922.

Readying for posrwar aeronaurical expansion, rhe

Loughead Aircraft Manufacturing Company sank
$29,800 in whar they hoped would prove ro be rhe long-
soughr "poor man's airplane," a flying machine rhar
would rake rhe place of rhe automobile in every back¬
yard garage. The company was nor rhe first, and certainly
nor rhe lasr, who rhoughr its brain child would be rhe
answer ro this will-o'-rhe-wisp envisioned by all aircrafr
manufacturers.
The Loughead bid was rhe 5-1, a true revolurion in
aircrafr design ro which scant arrenrion was paid when ir
was first introduced. Ir was only a tiny, single-engine crafr
—srricrly a sport job for rhe individual flyer—yer irs con¬
struction and design were far in advance of irs rime and
offered a preview of things ro come.
The S-1 was pur together in a way rhar made ir unique.
The fuselage was builr wirh rhe monocoque—from rhe
French, meaning "single shell"—construction in which
1
iSmmststa-

Original parenr issued ro Malcolm Loughead for rhe making of

plywood fuselages in curved forms.

First successful molded shell, fined ro frame for 5-1 's fuselage.
Unique monocoque process devised for rhe midget biplane was
later used in construction of historic single-engine Lockheeds (see
also Appendix).
10 REVOLUTION IN THE SKY
rhe srrengrh of rhe whole comes from rhe outside skin
rorher rhon from internal bracing. Around a framework
of concentric hoops, sections of plywood covering were
attached to give rhe fuselage rhe near, smooth appear¬
ance of a tapered tube.
The idea of a wooden monocoque fuselage was nor
new, bur the process developed to build rhe S-1 was, and
in addition was both effective and valuable. Before 1919
rhe occasional assembly of this type of plane required
rhe laborious application and gluing of each strip of ply¬
wood over rhe rounded outline form.
It was during their preoccupation with seaplanes that
Malcolm and Allan Loughead, Jack Northrop, and Tony
Sradlman thought our and patented a unique method
of making fuselage shells. They used a concrete mold of
rhe 21 -foot length desired for rhe 5-1. In this were placed
three thicknesses of spruce plywood strips, alternately laid
and well swabbed with casein glue, and the whole set
in position by clamping a cover on rhe mold and inflating
the rubber bag within it. Kept under pressure for twenty-
four hours, rhe half-shells thus produced could be joined
to make beautiful streamlined fuselages, with no outside
cables and pulleys necessary.
To power the little dream ship, Allan Loughead and
Sradlman designed a 2-cylinder, 25-hp, water-cooled op-
Loughead-Sradlman engine delivered 25 hp, top 75 mph.
posed engine called rhe XL-1. It was mounted on rhe
nose of rhe cigar-shaped biplane and offered next to no
wind resistance.
When it came to wings, Jack Northrop had a method
for research as unusual as his cigar-smoke wind runnel.
He and his men collected barrels of dead fish, dumped
them in a vacant lor near rhe waterfront; and there,
oblivious to rhe stench, studied rhe braking action of rhe
seagulls that came swooping down to feed. From Norrh-
rop's sketches came a lower wing for rhe 5-1, which
could be turned vertically to act as an air brake—a fore¬
runner of today's widely used landing flaps. And, in order
to accommodate rhe midget biplane in a garage, as
promised, rhe wings could be readily folded back along
the tapered fuselage.
The 5-1 was rest-flown at Redwood City, California, by
a young flying instructor, Gilbert G. Budwig. The ship
proved every bit as good as she looked. Budwig reported
a 75-mph top speed, and fine handling in rhe air. The
whole ship weighed only 790 pounds, and landed so
slowly that rhe air-brake wing was seldom if ever em¬
ployed.
Loughead Aircraft embarked on an extensive advertis¬
ing campaign for rhe plane. Since rhe 5-1 was only 21
feet long, it could be transported and exhibited practi¬
cally anywhere. The plane that was "small, reliable, and
economical" and "within the reach of every automobile
owner" went to shows and public gatherings all over
California.
And nobody bought one.
The reason for its lack of sales was simply poor riming.
At another dare and place a single-cockpit sport biplane
with rhe unique features of rhe 5-1 might have sold very
well. But in 1919 rhe market for such a ship was nonex¬
istent. Hundreds of war-surplus Curtiss JN-4s and De Havil-
land trainers were available, brand new, for as little as
$050, and the Liberty engines to power them could be
had for peanuts. Those who wished to continue their
wartime piloting, or sample rhe joys of rhe air for rhe first
rime, went our and bought a new Jenny or DH, still in its
crate.
Thus, despite its revolutionary design, imaginative con¬
struction, and great potential, rhe S-1 Sport Biplane was
a glorious flop. Unable to find a commercial market, rhe
Loughead Aircraft Manufacturing Company suspended
operations in 1921 and its assets were liquidated.
For nine years rhe ingenuity and energies of the Loug¬
head brothers—and for five, those of Jack Northrop and
Tony Sradlman—had been expended on just three air¬
planes of original design and two built to government
specifications. With a closed factory and no prospects, rhe
chances that the four designer-manufacturers would ever
build another airplane appeared exceedingly slim. Yet
their efforts so far were jusf a start on what was to come.
 SEEKERS OF A DREAM PLANE 11

Sleek and sporty', litrie 5-1 had foldable wings.

 3
FROM AN
INGLEWOOD
HAYFIELD
M frer rhe Loughead Aircraft Manufacturing Com-
/» pany of Santa Barbara closed its garage doors,
f ■ rhe men involved went their separate ways.
Malcolm Loughead had already done spec-
JL m racularly well, developing rhe hydraulic four-
wheel brakes he'd installed on an old Paige roadster
back in 1916. He moved to Detroit to be near rhe auto¬
mobile manufacturers and set up a firm to produce rhe
brakes he'd patented. Tired of being called "Log-head,''
Malcolm used rhe phonetic spelling of his name for rhe
first time: his new business was the Lockheed Hydraulic
Brake company.
It rook patience and persistence to sell rhe auto com¬
panies on hydraulic brakes—"Suppose rhe fluid all leaks
away?"—but the great advance was accomplished
when Walter P. Chrysler introduced Loughead's invention
12
to rhe auto world on rhe first Chrysler motorcar, brought
our in 1924. More contracts brought public acceptance
and soon Malcolm's brakes were a complete financial
success.
Allan Loughead became associated with rhe Califor¬
nia distributor of rhe new brakes. In addition, he was
kept busy selling real estate in rhe burgeoning area
around Los Angeles.
Jock Northrop went to work for Douglas Aircraft in
Santa Monica, where he did design work on several
models, including rhe Cruisers which rhe U.S. Army flew
around the world in 1924.
Open for business: officers of rhe new Lockheed Aircraft Co., are
(left to righr) general manager Allan Loughead, president Fred £
Keeler, vice president Den Hunter.
 ROM AN INGLEWOOD HAYFIELD
The clean lines and unique construction of rhe ill-rimed
lirrle S-1 continued ro fill rhe minds and imagination of
both Northrop and Loughead. Occasionally they met and
talked about getting together ro produce a new plane.
This time, they reasoned, it would be made bigger nor
just a lirrle personal sport craft, bur a cabin ship, with
ample room provided by rhe lack of interior bracing.
Northrop roughed our some tentative drawings for a
pilor-and-4-passenger airplane. His concept was ro make
it exceptionally clean in appearance, commodious, and
faster than anything available. It would be a ship with
racing characteristics for rhe commercial field.
Loughead, as a pilot, contributed his practical experi¬
ence and mechanical knowledge. Northrop, rhe vision¬
ary nonflying designer, felt that here was an opportunity
for producing rhe aerodynamic dream of rhe decade.
There was no question that rhe unusual monocoque
fuselage would be rhe base of the design. Built 6V2 feet
longer than rhe S-1, it would make rhe ideal shape for
mounting a radial Wright Whirlwind engine. This power
plant, the best on rhe marker and already in general use,
got 200 horsepower from its 9 cylinders.
Though Allan was afraid nobody would want ro fly in
a machine that did nor incorporate visible means of ex¬
ternal support, Jack Norrhrop's studies led him to hold our
for the thick, internally braced, full cantilever wing al¬
ready pioneered and used successfully by Anthony H. G.
Fokker. The Flying Dutchman was already famed for his
design of German combat aircraft before coming to rhe
United States in 1922 to establish his own airplane fac¬
tory. Northrop knew that, with care, he could adapt a
Fokker-type wing, making one weighing scarcely more
than a braced-and-cloth-covered fabrication, yet far
stronger.
Financing for rhe new venture was accomplished in a
roundabout manner. Loughead and Northrop first inter¬
ested W. Kenneth Jay, an ex-Army Air Corps instructor
from Iowa, who now made a living as an accountant in
Los Angeles. Convinced that rhe proposed airplane
would have a commercial market, rhe three put to¬
■A**'-
13
gether a stock prospectus and went ro see one of Jay's
associates, Fred E. Keeler.
Keeler's line was brick, tile, and china; he knew little
of airplanes. And for this proposed investment there was
no finished sample which experts might examine and
report on as to sales potential. Keeler could only judge
rhe caliber and enthusiastic determination of rhe men
who brought him rhe prospects of an unborn company
which hoped to build a wonderful new rype of airplane.
Fred Keeler leafed through rhe papers carefully and
made up his mind. Then and there he offered ro pur up
rhe entire $25,000 necessary to found a company and
build a prototype. One thing rhar helped him decide was
rhe known success of Malcolm's hydraulic brakes, in
which he already had a well-paying investment. As a
businessman, Keeler felt that rhe name Lockheed had
already been widely advertised and accepted by rhe
public. An airplane with such a name would be off to a
good start.
Using $22,500 from Keeler and $2,500 from Allan
Loughead, a Nevada corporation called rhe Lockheed
Aircraft Company was formed in December 1926. In re¬
turn for his investment and controlling interest, Fred Kee¬
ler became president. Allan was vice president and
general manager and Ken Jay was secretary-treasurer of
rhe new firm. To keep his fingers on the purse strings,
Keeler made his lawyer, Ben Hunter, executive vice pres¬
ident of Lockheed; his assistant, G. Ray Boggs, also had a
hand in rhe management.
Operations began in a small rented building near rhe
corner of Sycamore and Romaine streets in Hollywood.
Allan Loughead, who clung to his real estate work in
order to make ends meet, appeared at the plant about
four o'clock each afternoon. He kept rabs on progress
and offered suggestions—some used and some not—
First Vega came our of this little Hollywood plant near corner of
Sycamore and Romaine streets.
14 REVOLUTION IN THE SKY

first Vego even before it was finished. He bumped into

Sandbags rest the 41 -foot wing, whose long spars and reinforced
ribs are covered with sheers of plywood veneer.
on speeding rhe project along. Wirh Jock Norrhrop as full-
time (and only) engineer, Tony Sradlman bock os factory
superintendent, and a dozen carpenters and helpers, it
was like the old days in Santa Barbara. The little factory's
sheet-metal walls began to reverberate wirh rhe buzz of
saws, rhe rapping of tack hammers, the slap of casein
glue on plywood. Nearly $17,500 went into the first
Vega, including tools and equipment for rhe tiny factory.
Slowly rhe beautiful streamlined wooden airplane
took shape. Jack Norrhrop did all rhe engineering, de¬
signing, drafting, and stress analysis involved. It was he
who suggested "Vega" as rhe name for this first model.
In addition to being short and easy to remember, there
was a feeling of astronomical speed and distance in
using rhe name of one of the brightest stars in rhe fir¬
mament.
While construction of rhe inanimate but lovely new
Hollywood "star" proceeded, rhe flight that would make
history and trigger rhe wholesale advancement of avia¬
tion rook place. Charles A. Lindbergh landed in Paris,
nonstop and alone from New York, on May 21, 1927.
The aviation boom was on. Only four days later James
D. Dole, Boston-born head of rhe Hawaiian Pineapple
Company, offered a $25,000 prize to rhe first flyer to cross
from rhe North American continent to Honolulu. To be
sure, there were already similar prizes on the boards for
the first Dallas-Hong Kong and Paris-Cleveland flights.
What gave Jim Dole's offer real momentum was a sec¬
ond prize of $10,000, and a starting dare of August 12.
Starving barnstormers and manufacturers, hungry equally
for money and publicity, pricked up their ears at the
news. This meant a race to Hawaii.
Lockheed's secretary, Ken Jay, found a buyer for rhe
an old World War flying pupil, ex-Lieutenant John W.
Frost of San Francisco. A debonair bachelor, Frost had
been making a living in New York as a stockbroker and
bond salesman. Now he was anxious to get back into
flying.
Through a brother, Jack Frost had connections wirh rhe
San Francisco Examiner. Wirh an important event like rhe
much-ballyhooed Dole Race coming up right in its back
yard, it was unthinkable that the Hearst chain's original
newspaper should not be raking an active part. The Frost
brothers suggested that rhe Examiner buy the new Lock¬
heed airplane as its own entry, with Jack to fly it.
Publisher George Hearst, Jr., an aviation enthusiast
himself, was sold, bur he drove a hard bargain: he got
rhe Vega as an entry in the "pineapple derby" for only
$12,000. Loughead, Jay and their associates knew rhe
sale price represented a loss, bur considered the prestige
of selling to Hearst and rhe entry of their plane in rhe
race to be well worth it.
All the officers and nearly everyone from rhe twelve-
man factory turned our for rhe first trial flight of rhe Lock¬
heed Vego. Following an American tradition, they chose
their holiday, July Fourth, a Tuesday, for rhe auspicious
occasion. Wirh rhe wingless plane rowed rail first behind
a truck, they trekked cross-town to a large hayfield near
Inglewood. Here, in what later became rhe southwest
corner of rhe Los Angeles International Airport, rhe Vega
was assembled.
Edward Antoine Bellande was chosen to fly rhe plane
Aviarion's new star prototype Vega is 27 feer 6 inches long, 8 feer
4 V2 inches high, wirh 200-hp Wright Whirlwind engine for 135 mph
rop speed. Handcrafted ship is all wood except for engine mount,
rail cone, wire wheels, and fittings.
Vega arrives or OaIsland, where (lefr ro rig hr) race pilot Jack Frost
takes over from Eddie Dellande, Jack Northrop, Allan Loughead,
and Ken Joy. As the Golden Eagle with 2788 registration, plane
sets intercity records.
on irs crucial firsr flighr. An ex-Navy flighr insrrucror from
rhe Gulf coasr of Mississippi, lirrle Eddie Dellande was a
barnsrormer, skywriter, and crop dusrer, and had been
resting new airplanes off and on since 1915.
Eddie ran up rhe 200-hp Wright J5C, tried rhe controls,
and sent dust plumes eddying across rhe sun-drenched
grass. Waiting our rhe hear of rhe day, he lifted rhe Vega
Jack Northrop earns honor of fitting crank ro start the engine for
Vega's maiden flighr July 4, 1927. Wing was removed for rail-first
haul across town ro this hayfield, today parr of Los Angeles Inter¬
national Airport
off precisely or 4 p.m. She was faster than anything he'd
ever flown and Dellande marveled ar rhe way rhe plane
responded to rhe slightest rouch of stick and rudder. He
was up for an hour, an unusually long firsr hop, lazily
climbing, banking and swinging back over rhe heads of
rhe anxious warchers again and again. Finally he
touched her down, raxied up ro rhe waiting men and
cur rhe switch. Pushing back his goggles wirh a flourish,
Eddie climbed our.
"Doys, she's a dandy!" he said. "A real joy ro fly!"
On a second hop, it was firring rhar Jack Northrop, who
had conceived rhe airplane and had been in consranr
arrendance as ir rook shape, should be irs firsr passenger.
His agile mind was already awhirl wirh minor improve¬
ments for Vegas ro be produced in quantity, as well as
entirely new low-wing and seaplane configurations.
Less rhan six weeks remained before rhe Dole Dace
 FOLDING WINDSHIELD
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Heorsr published rhis curoway ro show his racer's exrro emergency
equlpmenr for rhe long over-warer flighr.
starring dare. Eddie Bellande flew rhe Vega up ro Oak¬
land, and Jack Frosr rook delivery. Painred a bright or¬
ange with red trim and rhe first "srar" trademark, rhe
Lockheed was well christened Golden Eagle by rhe
Hearsr organization. In rests rhe new ship quickly proved
itself rhe nation's swifresr commercial airplane. Frosr flew
ir between Los Angeles and Oakland in as lirrle as 0
hours and 5 minures, and on subsequent rrips established
new records for various passenger and cargo payloads.
This firsr of rhe Lockheed series differed from larer-
model Vegas in rhar ir had an open cockpit foward, and
a triangular vertical fin. Also, because George Hearsr in¬
sisted on every known safety precaution for rhe Oakland-
Honolulu journey, many modifications were made for
rhe Golden Eagle ar rhe lirrle Lockheed factory in Holly¬
wood. The wheels and srrurs were made dropable ro
ease a possible forced landing ar sea. Large flotation
bags were installed in rhe wing rips, beneath rhe pilot's
sear, and in rhe enrire rear of rhe rubular fuselage. These
were all connected ro a carbon dioxide borrle and, by a
special Norrhrop-designed nozzle, could be inflated in
less rhan sixty seconds. If rhe gasoline was dumped and
rhe empty ranks added ro rhe flotation system, ir would
be possible ro support over 8,500 pounds—nearly wo
rons more rhan rhe fully loaded weighr of rhe airplane.
In addirion, rhe base of rhe fuselage was packed and
padded wirh cork, and special rubber snips were pre¬
pared ro seal every door and window crack. In rhe event
of a dirchmg, ir was believed rhar rhe downed plane
could sray afloar for ar leasr rhirTy days.
These prepararions appeared more rhan adequate,
bur a rubber life rafr was also provided, provisioned wirh
food and warer, and equipped wirh paddles and a
24-foor square of silk sail. A removable compass could
be installed in rhe rafr, and there was a variety of rockers,
Very flares, and smoke bombs for arrracring arrenrion.
Ir was believed rhar rhe services of a comperenr navi¬
jSU^-r
FLOTATION 6 AGS IN PLATED WITH
CANBON-OUXXIDE FROM COMPRESSED
AIR BOTTLE IN CASE OF FORCED
LANCING ON WATER.
gator would be necessary for rhe flighr because an error
of as lirrle as wo degrees might cause rhe plane ro miss
rhe Hawaiian Islands entirely. To navigate for Frosr, rhe
paper hired wenry-four-year-old Gordon Scorr, from
Sanra Monica, California. A friend of Jack Norrhrop's,
Sourh African-born Scorr had been employed as an en¬
gineer ar Douglas Aircraft, and rhe year before had nav¬
igated a racing yachr from California ro Honolulu.
Frosr rook rhe Golden Eagle through speed runs and
instrument checks ar Oakland, while Scorry prepared his
charts and passed his navigarion resrs before a Narional
Aeronauric Associarion commirree rhar had been given
rhe task of supervising rhe race. To help Scorr rake sights,
a special navigarion harch was cur in rhe Vega's fuselage
jusr behind rhe trailing edge of rhe wing, complere wirh
a folding windshield.
Though rhe Hearsr entry was ready ro go on rhe origi¬
nal race dare, Jack Frosr, in a gesrure of pure sportsman¬
ship, originared a "pilot's agreement'' ro postpone rhe
evenr for four days. This would allow rime for orher flyers
and a lasr-minure arrival ro srill qualify for rhe 2,439-mile
over-warer flighr. Everyone agreed rhar rhe ex-broker was
a real square shoorer. A familiar figure in his bow rie and
checkered whire plus fours, Frosr and young curly-haired
Scorr kept busy attending ro rhe final derails on rheir
plane. Ar rhe lasr moment rhey decided ro chuck a
heavy radio rransmirrer and rake only rhe receiving set.
Finally, on August 16, 1927, there were eight airplanes
on rhe dusty, unfinished Oakland Airport, as ready as
rhey ever would be ro start rhe derby. Hell benr for Ha¬
waii were wo Travel Airs, wo Dreese monoplanes, a
Swallow, a Duhl sesquiplane, a scrarch-builr Goddard,
and rhe Lockheed. Their pilots included Arrhur Goebel,
Bennerr Griffin, and Martin Jensen, all ro become fa¬
mous. Some had navigators along; and rhere was a lone
girl passenger, arrracrive wenry-wo-year-old Mildred
Doran of Coro, Michigan. One Dreese and rhe Goddard
crocked up on takeoff. Bennie Griffin soon broughr his
Travel Air back wirh a hor engine, os did Bill Ewin wirh
his Swallow.

Pilor Jack Frost and navigator Gordon Scott just before takeoff for
Hawaii on August 16, 1927.
Of rhe four planes rhar actually lefr for Hawaii, only
rwo would come wearily in ro Wheeler Field north of
Honolulu more than 24 hours later.
Frost and Scott's brightly painted Vega was rhe second
plane ro leave the field. The Golden Eagle, its ranks
topped with 360 gallons of gasoline, lifted easily from
rhe sandy runway, and at rhe boundary markers was 200
feet up. Climbing steadily, she swung our above rhe Day
toward rhe city beyond. Frost waggled his wings in fare¬
well ro rhe cluster of people waving from rhe roof of the
Examiner building in downtown San Francisco. Then the
plane was an orange speck above the Golden Gate,
heading our toward rhe Farallons and rhe vast reaches
of rhe Pacific Ocean.
The Golden Eagle was never seen again.
The ill-starred race was won by Arthur Goebel and
William Davis, Jr., flying rhe Travel Air monoplane Woo-
laroc. Martin Jensen and Paul Schluter, who flew and
navigated rhe only other plane to complete rhe hazard¬
ous trip, found it hard to believe rhar rhe Golden Eagle,
with its superior speed, had nor arrived long before their
gaudy Dreese monoplane Aloha. The red-whire-and-blue
Duhl two-winger piloted by Augy Pedlar and carrying
Mildred Doran was known to be notoriously overloaded
and underpowered. Race officials, though saddened,
were nor surprised when rhe ship did nor turn up in
Hawaii. But where were Jack Frost and Gordon Scott in
their well-equipped Lockheed Vega, considered by
many to be the pace-setter?
As rhe hours passed, it was evident ro all rhar rhe
Golden Eagle and rhe Miss Doran must be down. The
Acting Secretary of rhe Navy, E. W. Eberle, authorized
what was to be rhe greatest air-sea search in history up
ro rhar rime: 540,000 square miles—from rhe Farallons
in sight of rhe California coast ro points 50-miles south of
Diamond Head—were covered by destroyers, subma¬
17
rines, Coast Guard vessels, and rhe rwenry-eight scouring
planes of rhe carrier Langley. Their reports were all
equally laconic: "No word. No sign."
In Honolulu, Jim Dole, distraught by rhe tragedy his
well-meant offer had brought, offered $10,000 each for
news of either missing airplane. In San Francisco, George
Hearsr, Jr., put up another $10,000 for word of rhe
Golden Eagle. Doth Denham Scott, brother of the missing
Gordon, and Ken Jay of Lockheed, Frost's friend, went
our on the Langley. For days they watched as her planes
combed the empty waters of the Pacific.
It was a long, quiet drive back ro Los Angeles for Allan
Loughead, Jack Northrop, and Gordon Scott's sister,
Sheila. There was very little conjecturing, though each
was wondering what could have happened, for they all
had rhe greatest confidence in rhe Vega and her crew.
What did happen?
The dangers of long overwarer flights were only slightly
known in 1927. There were always darkness, storms, and
winds to contend with. Blind flying, our of visual contact
with sky or sea, could cause even the best of pilots ro
misbelieve his instruments, and pur his plane into the
tight inadvertent downward maneuver so aptly called
rhe "graveyard spiral."
The 110-mile cruising speed of the Vega with extra
tailwinds as rhe goal was neared could have taken Frost
and Scott far beyond rhe Hawaiian Island group, where
their gasoline supply would have been exhausted. There
was always rhe possibility of carburetor ice-up, even in
rhe relatively warm air of rhe Pacific. The Golden Eagle's
radio should have been able to home in on rhe trans¬
mitter on Maui, bur both it and rhe earth inductor com¬
pass protruding above rhe fuselage were far from
foolproof. And there could have been errors in naviga¬
tion, failure somewhere in rhe usually dependable Whirl¬
wind engine, or an unknown weakness in the still new
Vega. There were many, many opinions and theories,
one about as valid as another.
No indication of rhe fare of Miss Doran was ever found,
bur tantalizing clues concerning rhe Golden Eagle turned
up, enough ro warrant further intensive investigation by
relatives of Frost and Scott. Weeks later rhe radioless fish¬
ing schooner William H. Smith reported seeing "a piece
of driftwood painted bright yellow" floating in mid-
Pacific. Because rhe Smith's captain had known nothing
of rhe Dole Race, he let whatever it was he saw go
uninvestigared.
Assuming that rhe Golden Eagle had gone into the
sea, why didn't she float? Particular pains had been
taken ro keep her and her crew riding rhe waves. Even
with a killing crash, wouldn't there have been floating
debris from a wooden, cork-lined airplane? Perhaps
there was, but by rhe rime it had bobbed and been
battered about in rhe ocean, or eventually come ashore,
it might have been too small, and unrecognizable.
10 REVOLUTION IN THE SKY
Rumors Trickled in ro Honolulu from various islands,
reporting rhe hearing of an airplane engine, rhe sighting
of "a yellow monoplane"—even reading rhe Golden
Eagle's license number, NX 910, on the wing. These were
at first discounted because of the similar color and regis¬
tration (NX 914) of Jensen's successful Aloha.
Harder to refute were rhe claims by seventeen wit¬
nesses from different places along rhe coast of rhe main
island of Hawaii. They all reported sighting red and green
Very flares on rhe slopes of 13,680-foor Mauna Loa, on
both rhe nights of August 18th and 21 sr. Captain E. R.
Block of rhe Army and stationed at Kilauea, had been so
convinced that a plane was down that he and a ser¬
geant had started on foot up the mist-shrouded volcano
immediately after rhe flares were sighted. Unhappily, rhe
sergeant suffered an attack of acute appendicitis, and
rhe pair were forced to return to rhe post.
Denham Scott, with faith in both his brother's navigat¬
ing ability and rhe worth of the Vega, went ro Hawaii in
1928 and spent five months in further search. He talked
to Marty Jensen, who, long after rhe race, was more than
ever convinced that the Golden Eagle had reached Ha¬
waii. Scott also learned that during rhe excitement and
pressure of rhe immediate search, an Army plane had
been sent ro scour rhe big island; however rhe report that
it had done so was in error. During each day of that
period in August, rhe lava-strewn slopes of Mauna Loa
had been entirely obscured by fog rolling in ro meet rhe
steam from its crater.
Doggedly, Scott quizzed the people who had sported
rhe arching, 30-second flares, and verified rhe accuracy
of what they had seen by an elaborate set of rests of
various lights, rockers, and flares sent up by a party lo¬
cated on the mountain. The searchers next endeavored
to comb the area that seemed a common focal point of
origin far up the volcano. Among almost impassable
rocks they found dried beds of sirupy black basalt, inter¬
spersed by steaming cones and fissures in a landscape
that might have been imagined by Dante. The molten
lava from an eruption in 1926 was still cooling far below.
A man walking on rhe thin shell could easily break
through and rumble unseen into rhe suffocating fumes
of a sulphur hole. In this ever-changing inferno, rhe
wreckage of a 41 x 28-foot airplane could have promptly
been obliterated. Denham Scott went home still con¬
vinced that along rhe 8,000-foor contour of Mauna Loa
lay some hidden evidence of the lost airplane that would
never come to light.
Nearly two years after the Dole Race, a last effort was
initiated by Ezra Frost of New York, brother of rhe missing
pilot. Using eleven Army planes and forty men from Luke
Field, a 10-square-mile area was carefully photographed
and a resulting aerial mosaic painstakingly scrutinized. If
rhe lost Pacific flyers and their Golden Eagle ever lay on
rhe slopes of Mauna Loa, by that rime they had doubtless
been mercifully buried under volcanic ash and rhe cra¬
ter's lava flow.
Farewell look or rhe first Lockheed: note open cockpit forward,
triangular rail, last-minute NX 913 license.
 4
OVER
POLAR
WASTES
T he sadness and sense of unexplained failure rhar
followed rhe loss of the Golden Eagle lingered
on unril dispelled by new hopes and endeavors.
A quirk of circumstances brought Lockheed an
order from a determined man who knew what
he wanted and liked what he saw.
In 1927 rhe explorer later known to fame as Sir Hubert
Wilkins had neither his knighthood nor his famous beard.
He was simply Captain George H. Wilkins, an energetic
and imaginative Australian who, at thirty-eight, had al¬
ready spent nearly half his life in travel and scientific
exploration of the world's remote areas. In fact, the hold
of rhe Arctic was so strong on him at this rime rhar he
owned only one conventional suit of clothes for his rare
appearances in civilization.
Wilkins had been trying for two years to establish rhe
19
worth of some of his theories concerning rhe region of
the North Pole. As a scientist he wanted to learn more of
Arctic weather and how it affected rhe rest of the world.
The rumors of a land mass in rhe uncharted Arctic Ocean
appealed to him as an explorer. And as an aviator he
desired to demonstrate rhe advantage and practicality
of trons-Arctic air transportation—nor just a dash up to
the pole and back, but a flight across rhe top of rhe world
from North America to Europe.
Sponsored by Detroit businessmen and American
newspapers, Wilkins had tackled rhe Arctic with teams of
men and expensive equipment. He had flown four air¬
planes from primitive and fogbound Alaskan airfields,
Ski-shod Vega on step in a trial hop before the flight across rhe
Arctic's "blind spot” in April 1928.
20 REVOLUTION IN THE SKY
only ro hove his well-planned expedirions dogged by
bod wearher, pi lor remeriry, and a series of accidenrs.
Since lirrle of a narure ro excire rhe public imaginarion
hod been accomplished, by rhe summer of 1927 rhe
explorer's baching had evaporared, unril his capiral assers
consisred of one whole Srinson Derroirer biplane and rhe
parrs of rwo smashed Fokkers.
Caprain Wilkins's forrunes were ar a low ebb as he sar
ar rhe window of a San Francisco horel, mulling over his
dubious prospecrs. A pilor himself, he had abour decided
on a solo rrip in rhe old Srinson, a lasr arrempr ro cross
rhe unknown ice and fly ar leasr ro Greenland. Then, as
he recalled in
.. across my disranr vision flashed rhe mosr efficienr-
looking monoplane I have ever seen. Ir was a fleering
glimpse, bur I saw insranrly and ar a disrance irs disrinc-
riveness. Ir had no flying wires; no conrrols exposed—
norhing bur a flying wing. To one who had been dream¬
ing developmenr of airplanes for eighreen years, rhe
sighr of rhis machine was rhe marerializarion of a vision.
Ir gave me rhe rhrill rhar anorher mighr experience if he
saw his ideal woman in rhe flesh."
The "machine" was rhe Golden Eagle. Afrer much
search, rhe Caprain found rhe ship ar Oakland where ir
Wilkins (lefr), Eielson and Vega No. 3. Rounded fin is rhe first builr
on an original, later was used exdusively.
was being prepared for rhe Dole Race. He drove ro Los
Angeles and soughr our rhe riny Lockheed facrory near
Sycamore and Romaine srreers, derermined ro invesri-
gare rhis dream plane furrher.
Though somewhar dismayed ro find rhar rhe airplane
he'd seen was rhe firsr and only one of irs kind, Wilkins
was much impressed wirh rhe monocoque consrrucrion
process, and rhe skill and precision wirh which rhe
wooden ships were being builr. He mer and liked Allan
Loughead, and pored over blueprinrs, specificarions, and
performance figures wirh designer Jack Norrhrop.
The facrory had irs second Vega nearly complere and
a Third srarred. Ar hand roo were Norrhrop's plans and
mock-ups for rhe revolurionary low-wing, single-floor sea¬
plane larer ro be known as rhe Explorer, and his skerches
for a parasol-wing job wirh open cockpir rhar would be¬
come rhe company's Air Express model. Yer more rhan
ever Wilkins was excired by rhe possibiliries of a Vega for
his rranspolar flighr. His only problem was how ro buy ir.
Wilkins's friends and former backers berared him for
warning ro use a new and unrried type of airplane. They
poinred ro rhe disappearance of rhe firsr Vega. Dur he
was unswayed. He had deep fairh rhar rhis srreamlined
beauty was ro be his ricker ro success.
Then he had a srreak of luck. Two of rhe planes lefr
over from his previous expedirions found unexpecred
buyers. The caprain losr no rime. He placed his order and
deposir for rhe company's rhird Vega, already parrly as-
 OVER POLAR WASTES
sembled for use as a dennonsrraror.
Insread of acquiring a top-heavy sraff for this new polar
exploration, Wilkins decided ro be his own business man¬
ager, mechanic, and general facrorum. His only need,
then, was ro find rhe righ'r man ro pilot his Vega and so
leave himself free ro navigare, operate a radio, and
make scientific observations and recordings. Wilkins had
an old and trusted friend in mind, rhe Alaskan pioneer
flyer, Den Eielson.
Carl Den Eielson was a lean, gray-eyed Norwegian-
American from North Dakota who was by now con¬
sidered rhe Arctic's foremost pilot. He'd gone ro Fairbanks
in 1922 ostensibly to teach school, but his real love was
airplanes. Promoting a surplus Jenny, rhe ex-Army aviator
had been rhe first ro fly in an Alaskan winter, and he had
also piloted Alaska's initial airmail service. Just about
everybody in rhe territory liked Den. He was an eligible
bachelor who could be gay and companionable on rhe
ground, bur was steady, reasoning, and self-reliant in rhe
air. And, like Wilkins, Eielson had both rhe vision to fore¬
see Arctic air routes and rhe desire to establish them.
When it came ro steadfast purpose, rhe two made a
great ream.
Meanwhile rhe Lockheed woodworkers and mechan¬
ics were fitting rhe Vega to Wilkins's special require¬
ments. It was powered by a Wright J5 Whirlwind engine,
and had extra gasoline tanks in rhe wing and two in the
body of rhe ship behind rhe pilot. There was no door to
the cabin, just hatches ro admit rhe occupants; and rhe
windows were arranged to permit observation to rhe
sides and down through rhe floor. Navigational readings
and rhe performance of his short-wave radio would be
good, Wilkins hoped, because rhe Vega's all-wood con¬
struction eliminated a good deal of metallic interference.
To cope with deep snow he ordered a pair of metal skis
—plus a spare set of wooden ones—stowed aboard
against rhe rime they would replace wheels for use on
Arctic runways. Another feature was rhe runner arrached
to rhe rear of rhe fuselage: in case of a forced landing a
portion could be sawed off and converted into a sledge.
The bright orange-and-blue monoplane was hauled
through rhe streets to Rogers Airport, assembled there,
and rest-flown on January 9, 1928. As he had been for
the Golden Eagle, little Eddie Dellande was chosen as
rest pilot for this Vega, carefully circling about rhe city for
twenty minutes. Eddie landed, taxied the ship up to rhe
expectant Wilkins and rhe men from Lockheed, climbed
down, and parted rhe shiny fuselage.
"She's a pippin," he said, and the explorer's face lit up
with a grin of anticipation.
Eielson arrived from the north the next day. "She looks
all right," was his noncommittal verdict on rhe Vega. He
rested the ship cautiously at first, but was soon flying her
with confidence. He'd rake off, climb, and then land at
near-stalling speeds. Except for one forced landing in a
21
plowed field due ro a gasoline obstruction, the perfor¬
mance and load rests proceeded without a hitch. Our at
Mu roc Dry Lake, rhe Whirlwind-powered Vega took off
with a load in 2,700 feet, and flew at a comfortable 134
mph.
Wilkins and Eielson were soon ready for their crack at
the Arctic, and mid-March found rhe two men with their
new Lockheed at Darrow, on rhe northern tip of Alaska.
The temperature was 48° below zero, so the first proce¬
dure on landing was immediate draining of rhe oil. The
trim, colorful Vega drew admiring comments from rhe
handful of residents who trooped our on the frozen la¬
goon to greet and help, while the Eskimos fought among
themselves for rhe privilege of carrying the flyers' gear.
For three weeks Wilkins and Eielson waited for good
weather and prepared their rations, scientific and survival
equipment, radio and airplane. Then, on the first attempt
to get off, one of the metal skis broke. The flyers substi¬
tuted the wooden pair and tried again. This rime they
ran our of runway, careened up rhe bank of rhe Darrow
Lagoon, and came safely to rest on the snow-covered
tundra.
Shifting operations to rhe adjacent and larger Elson
Lagoon, Captain Wilkins hired every man and boy who
came within hailing distance and set rhem to work in
digging our a new takeoff spor. For five days the Eskimos
shoveled snow and leveled ice hummocks with picks
and saws. Finally a mile-long runway stretched along rhe
shore of rhe Arctic Ocean. Dut it was only a scant four¬
teen feet wide.
Getring off on April 15rh was touch and go. The track
was still bumpy and undulating, and Eielson had the
tough task of keeping the Vega straight. Thirty, forty, fifty
miles an hour, the plane gathered speed. Peering aft,
Wilkins could see rhe stabilizer swaying, just missing the
snowbanks piled on either side. Too much rudder pres¬
sure, and a swing of a few inches one way or another
would bring disaster.
The howl of the Whirlwind drowned rhe dry rattle of
rhe skis. Sixty, seventy—and the tail came up. Den Eielson
kept his neve and George Wilkins prayed. Then they
were off, climbing smoothly to swing our over rhe forbid¬
ding polar sea.
Now began a long vigil for Leon S. Vincent, rhe Gov¬
ernment Teacher at Darrow, who was trained in Morse
code. Cradling rhe little radio receiving set which Wilkins
had left with him, he listened all through rhe long hours
of that April Sunday and far into the night. The hesitant
tapping of the explorer reached back to Alaska:
"KDZ, KDZ. Are OK so far..."
Vincent picked up rhe messages every hour all
through rhe evening. After 2 am. he could make our only
a transmitter buzz, and by 4 o'clock even this had faded
into silence. It would be weeks before he learned what
had become of the daring men whose hands he'd
22 REVOLUTION IN THE SKY
shaken in farewell rhe previous morning.
Dlasring along over rhe Arcric Ocean, Wilkins and Eiel-
son were doing fine. Even in rhe nighr rhey were nor
wirhour rhe sun ro give rhem navigarional bearings, for
ir never dropped below rhe horizon. The frigid air
rhrough which rhe Lockheed winged irs way was around
-45°. Benearh was a vasr expanse of ice, irs masses
arranged by wind pressure and currenrs.
They could have headed direcrly over rhe Norrh Pole,
bur scienrific knowledge, nor glory, was Wilkins's objec-
rive.
Across a 1,000-mile srrerch, mosr of ir never before
seen or Traveled by man, rhe aerial explorers found no
indicarion of prorruding earrh benearh rhe Arcric ice. Wil¬
kins was larer ro cable criprically: "No foxes seen"—a
prearranged code message ro rhe American Geographi¬
cal Society ro say rhar rhe so-called Arcric Land Mass was
a myrh.
Landfall for rhe flyers was Granr Land, Canada's norrh-
ernmosr reach. Flying ar 6,000 feer, Eielson Turned rhe
Vega norrh and easr again, over rhe roof of rhe world
Toward Norway's Spirzbergen.
The srurdy plane was aided by a sriff railwind ro round
rhe norrhern rip of Greenland and fly on Through piles of
high-sracked clouds. By consranr reckoning, comparing,
and changes of course, Wilkins continued rhe remark¬
able fear of guiding rhe airplane cross-longirude reward
rheir destination. Eielson, cramped and sriff in rhe cockpit
ahead, threaded rhe Vega through rhe massive cloud
corridors.
After twenty hours in rhe air rhe lightened Lockheed
reached Spirzbergen, rhe goal which Wilkins had been
trying ro attain for rhree long years.
The land did nor greer rhe voyagers kindly. Spray from
rhe open sea whipped high against rhe craggy coastal
peaks, winds tossed and buffered rheir fragile plane, and
rhey were suddenly enveloped in a raging snowstorm. A
parch of smooth, snow-covered land flashed past; dead
ahead loomed a mountain. Eielson swerved in rime ro
avoid ir, and crabbed his way our over rhe ocean again.
His windshield was dogged now with wer snow and
frozen oil—he could see only by peering alternately our
of rhe open side windows. In rhe back Wilkins dodged
from pane ro pane, writing directional notes ro be passed
up ro Eielson who had barely rime ro read rhem. Wirh
gas running low, rhey had ro land. And quick.
Desperately rhe pilot fought ro bring rhe Vega back ro
shore, trying ro find rhe little smooth parch again. Almost
blindly, wirh scribbled directions from Wilkins, he came
winging over ir, turned into rhe blizzard, and serried on
rhe snowdrifts. The skis touched and rhe Lockheed slid ro
a stop in barely thirty feer. Instantly Wilkins flung our rhe
engine covers and an empty can, rumbled our himself,
and struggled forward ro drain rhe oil. Eielson sar numb
for a moment, temporarily deafened from over twenty
hours of rhe engine's roar.
After stamping snow around rhe skis ro secure rhe ship,
rhe men serried down ro munch pemmican and wair for
rhe srorm ro blow irself our. Their wair lasted four days. Ir
was just as well that the charts were nor derailed enough
ro show rhe name of this sea-locked landing place. Larer
rhey were ro learn rhar ir was called Doedmansoeira, or
Dead Man's Island.
Leaving this snowy prison proved rhe mosr dangerous
parr of rhe Arcric flight The flyers stamped and shoveled
a downhill runway for rhe plane, bur even wirh rhe Whirl¬
wind revved up ro full rhrorrle, rhe Vega refused ro
budge.
Wilkins gor our of his navigator's harch behind rhe
wing, and pushed. The plane slid, gathering momentum,-
though he clung to rhe step, he soon fell off. Eielson,
unable ro see ro rhe rear, horsed rhe Lockheed skyward
and wheeled our over rhe sea, only ro spor rhe forlorn,
parka-clad figure alone on rhe snow. He circled and
plunked down in rhe drifts again.
For a second try, Wilkins slung our a short rope ladder
he'd prepared back in Barrow. This rime he ran clumsily
alongside rhe ship as she began ro slide, and leaped like
a bareback rider ro land on her fuselage. Clutching for a
hold on rhe smooth, rounded shape, wirh rhe rope in his
reerh he struggled ro gain rhe open harch. Bur Eielson,
feeling weight in rhe back, gunned rhe ship. Just before
rhe skis came bounding up on step, Wilkins realized his
chances of reaching rhe harch were slim. He slithered off
rhe fuselage, bur was struck by rhe rail and bowled over
and over down rhe slope. Eielson, in rhe air, came
around and landed again.
Winded and dazed, rhe explorer discussed rhe predic¬
ament wirh his pilot By now rhey had only ren gallons
of gasoline left in rhe ranks,- still, rhey were reasonably
certain that a settlement was close ar hand. They deter¬
mined on one lasr try ar a rakeoff. If ir failed, Eielson
would leave in rhe plane alone and Wilkins, wirh a renr,
would camp unril rhe pilor rerurned wirh transportation.
This rime rhe weary flyers lifted rhe rail of rhe Vega
into flying posirion on a block of snow. Then rhey
dragged a log of drifrwood up from rhe beach, wirh rhe
idea of poling rheir plane like a boar.
Half in, half our of his harch, Wilkins pushed and
srrained. Eielson rocked rhe Vega wirh her rhrorrle wide
open. For a full minute she hung, then wirh a lunge was
free. The breathless caprain rumbled inro rhe borrom of
rhe cabin, unable ro answer rhe pilot's questioning shouts
unril rhe plane v/as airborne wirh borh of rhem ar lasr.
Ir rook only a few minures ro cross rhe five miles of
open water and pick our rhe radio masrs of Green Har¬
bour, a Norwegian mining settlement Wirh rhe landing
of rhe Lockheed on rhe snow-covered shore, one of rhe
 *
Safe arrival ar Green Harbour, Spirzbergen, ro win world fame and
a knighthood—and a big Hiss for Den Eielson.
grearesr flights in aviation—2,200 miles across the Arc¬
tic's intercontinental "blind spot"—had come to a suc¬
cessful conclusion.
In recognition of this achievement, Captain Wilkins
was knighted by King George V. Den Eielson received
both the United Stares Army's Distinguished Flying Cross
and the Harmon Award for the most outstanding aero¬
nautical achievement of the year 1928.
The praise of both men for their Lockheed Vega, its
dependability now well proven, was strong and sincere.
All the faith, careful planning, and fine craftsmanship
that had gone into the ship had at last paid off. Prompted
by worldwide publicity given the Wilkins-Eielson flight,
inquiries—and orders—came flooding into the office of
the little California aircraft company. The pageant of
Lockheed's renown had begun.
After their round of appearances before cheering
crowds in Europe, Wilkins came away from Buckingham
Palace no longer plain George, bur Sir Hubert. Den Eiel¬
son, ever gallant, later stated that his biggest thrill was a
kiss from the prerty wife of the French Under-Secrerary for
Air.
Even before returning ro the Stares, the conquerors of
the Arctic laid plans ro explore the other end of the
globe. There was still land ro be charred on the fringe of
the Antarctic and much ro be learned about the weather
of this little-known continent. Commander Diehard E.
Byrd's expedition was being made ready ar this rime,
and there was much speculation about a "race to the
pole" between the two explorers. Sir Hubert assured the
commander that his new Wilkins-Hearst Antarctic Expe¬
dition would be a modest one: he had no thought or
intention of a flight over the South Pole.
Wilkins sent a tentative order from Europe for a second
Lockheed airplane to be used in the Antarctic. Before
leaving the company in June 1928, Jack Northrop had
proceeded with drawings and preliminary arrangements
for the low-wing, single-float seaplane with retractable
outrigger pontoons. This revolutionary design—one he'd
started at the time Wilkins bought his Vega—was now
called the Explorer model in the flyer's honor. The fuse¬
lage was cur and work had begun before a final consul¬
tation between Sir Hubert and the designer brought our
the possibility of landing amid pack ice. Therefore a high¬
winged monoplane would be preferable. The Explorer
was temporarily shelved in favor of a regulation Vega
joined by srilrlike bracing ro twin floats,- thus it became
the first seaplane in the wooden Lockheed series.
Its companion, the veteran of the Arctic exploration,
was also equipped with pontoons. In recognition of the
publicity and business his great flight had brought ro
Lockheed, the company sold Sir Hubert his new ship ar
cost.
With two planes Wilkins needed a second pilot. He
chose another veteran of Alaskan bush-flying: Joe Cros-
son, black-haired and smiling, with a bit of a mustache
ro hide his youth. Joe came down from Fairbanks in the
summer of '28 for his first flight in a Vega.
The sea-going monoplane was launched from a
wooden ramp off Terminal Island in San Pedro Bay. Allan
Loughead came down ro the harbor for the occasion
along with Jerry Vulree, v/ho had taken Jack Northrop's
place as chief engineer. Tod Oviatr, also from the shop,
donned his bathing suit and gave a hand to float the
plane off into the salt water. Then Joe Crosson rook the
Vega on an easy run, lifting her gently off the tops of the
little waves and making a great circle out over the Pa¬
cific.
By September 1928 the Wilkins party and their two
Vegas were headed south by steamer. Again the ex¬
plorer purposely kept his expedition small. In addition ro
himself, Eielson, and Crosson, there were only Orval Por-
Lockheed's first Vega seaplane is hauled ashore after test at San
Pedro. Designer Gerard Vultee (center) assists Wilkins's Antarctic
Expedition ship.
Seasoned bush pilot Joe Crosson (lefr), down from Alaska to fly
Wilkins's second Vega, which was completed as a seaplane by
Lockheed's new chief engineer Gerard Vultee and sold at cost by
Allan Loughead (righr).
rer, o rop-norch motor mechanic, also from Alaska, and
a radio operator, Victor Olsen. Ar Montevideo, Uruguay,
planes and personnel transferred ro the Norwegian whal¬
ing factory ship Hekrorla and were carried to the whaling
station ar Deception Island in the South Shetland group.
Olsen's radio messages about their progress were re¬
layed to New York and there rewritten for public con¬
sumption by the Hearsr news syndicate, which was
sponsoring the expedition. Apparently to differentiate be¬
tween the two Lockheed Vegas flown by the explorers,
Hearsr writers dubbed the planes the "Los Angeles" and
the "San Francisco." Wilkins himself never named either.
Sir Hubert expected a good ice sheer on the bay of the
—and he named it "LOCKHEED MOUNTAIN"
lllusrrorion and headline from an ad whose text reveals, "Caprain
Wilkins chose a Lockheed for his polar expedirions by air because
he knew 'ir was rhe finest ship available.
U-shoped island, so he had rhe planes firred wirh skis and
slung ashore. The Vega from rhe Arcric explorarion was
rhe firsr complere airplane ro rouch rhe Anrarcric regions.
Bur for rhe firsr rime in fourreen years, rhe ice ar Decep-
rion Island was unreliable. An unusually warm season
had reduced ir from a Thickness of seven feer ro a sofr,
unsafe honeycomb. The beauriful landing surface Wil¬
kins recalled from previous visirs was useless. Aboard rhe
Hekroria rhe men waired for berrer wearher in rhe form
of a cold snap, bur ro everyone's amazemenr a mild rain
fell, and rhe snow abour rhe ski-shod Vegas melred away
overnighr.
The expedirion members and a willing work parry
from rhe whaler ser abour building a runway on rhe bay-
side peninsula. Ir was like rhe srrip ar Barrow all over
again,- bur here, insread of snow and ice, grear chunks
of cokelike volcanic ruff had ro be cleared away. The
srrip was ready November 16,-1928. Wilkins and Eielson
Tried a shorr run. Because of rhe lack of snow, rhe firsr
flighr ever made over Anrarcrica was accomplished in a
wheel-equipped airplane—again rhe fairhful Vega rhar
had served in rhe Far North.
Eielson in rhe older Lockheed, and Crosson in rhe new
one, borh flew shorr resr hops, looking in vain for a berrer
landing field. They even rhoughr ro dare rhe treacherous
bay ice wirh a spot landing on a 000-yard srrerch. Ben
tried rhis and slithered on rhe wer and glistening surface
far beyond rhe markers. The Vega crunched through rhe
rorren ice and came ro resr wirh her rail in rhe air and
nose in rhe water. The whalers dragged rhe ship ro safety
and Orval Porter dried and cleaned rhe brine-washed
engine. Joe Crosson larer flew rhe ship on floats from an
ice-free srrerch of rhe bay, bur seaplane operation from
Deceprion Island was an extreme hazard, due ro grear
flocks of sea birds rhar scavenged abour rhe whaling
factory.
Beser on all sides by unfavorable circumstances, Wil¬
kins nevertheless ser ro work ro enlarge his peninsula
runway. The lava-banked srrip, facetiously dubbed Hoo¬
ver Field, was a zigzag gash on rhe slope, undulating
over rwo small hills and puncruared wirh a couple of 20-
degree bends. Bad though ir was, rhe explorer and Eiel¬
son decided ro use ir December 20 in a try for ar least
one worthwhile flighr. Ben was calm, as always, bur he
hardly opened rhe rhrorrle of rhe new Vega until they
passed rhe firsr dogleg. The Lockheed bumped and
bounced down rhe firsr hill, plowed over a snowbank,
lurched through a ditch, then turned ro speed up rhe
orher hill and carapulr inro rhe air ar rhe rop. Somehow,
Eielson kept her flying.
Heading south, they carried our a 1,000-mile flighr
along rhe shore of rhe Palmer Peninsula, penerraring
deep ro rhe edge of rhe Anrarcric continent. Wilkins was
With the Anrarcric Expedition (lefr ro right).- Porker D. "Shorty" Cra¬
mer, first pilot; Sir Hubert Wilkins; 5. A. "At" Cheesmon, second pilot;
and Orval Porter, mechanic.
able ro map roughly, describe, and phorograph some
100,000 square miles of hirherro unknown territory. It
was rhe first rime that new lands had ever been discov¬
ered from an airplane. He flew or 6,000 feet, plotting
dozens of geographical features and naming them for
his friends and financial backers. Among these were rhe
Whirlwind Glaciers, after his redoubtable engine, and rhe
Lockheed Mountains, for his airplanes. Then there were
Capes Keeler and Northrop, for rhe president and former
chief engineer of the Lockheed company. The first land¬
fall on the continent itself became Hearst Land in honor
of the newspaperman.
A falling barometer finally turned them back from rhe
forbidding snowscape where crevasses yawned and a
wheeled landing anywhere would be unthinkable.
Flying with a tailwind, their last look at Antarctica proper
was a prominent cape jutting our in the ice shelf. This Sir
Hubert named "after my friend and companion, Carl D.
Eielson." Wilkins's superb navigation brought them di¬
rectly bock to Deception Island, and Den found a hole
over rhe fog-shrouded base through which ro bring rhe
Vega safely down.
Time and weather permitted only one more flight that
season. Dodging sea gulls, terns, and rhe petrels called
"Mother Carey's chickens," Joe Crosson got rhe seaplane
off rhe harbor and flew Wilkins on a shorter journey south
ro recheck a portion of the expedition's discoveries. Then
it was rime ro get our of there before rhe winds and cold
of winter set in. Planning to return in September, rhe men
dismantled the two Lockheeds. The wings were stored in
an iron shed of an abandoned shore installation,- rhe
fuselages, complete with engines and rail surfaces, were
tightly wrapped in canvas and lefr to weather rhe Anrarc¬
ric winter in rhe open.
Eielson and Crosson never came back ro Antarctica.
They returned ro Alaska ro found an airline, and Den,
while flying ro the relief of rhe icebound fur ship Nanuk
rhe next November, crashed on rhe shore of Siberia. After
weeks of harrowing search, it was Joe Crosson who
found rhe wrecked plane and the frozen body of Alas¬
ka's foremost Arctic pilot.
A new Wilkins-Hearsr expedition had meanwhile left
for Deception Island aboard Hekroria to rake up where
rhe earlier exploration had lefr off. Mechanic Orval Porter,
whom Wilkins called "the backbone of rhe party," had
signed on again, and rhe pilots were another pair of
seasoned Arctic flyers. One was Parker D. Cramer, vet¬
eran of a round-trip flight from New York to Nome, plus
on assault on rhe North Atlantic which had ended on rhe
Greenland ice cap. From Ontario came a skillful Cana¬
dian bush pilot, Al Cheesman.
Expedition members and rhe crew of rhe Hekroria
found rhe orange airplanes intact on the shore of Decep¬
tion Island where they had been lefr. Winds had kept
blizzards from covering them completely, though they
still had to be dug from their snowy prisons. Sir Hubert
examined rhe Vegas, found everything sound, and re¬
marked that "plywood has its merits." With its engine
lovingly ministered to by Porter, one of rhe planes was
assembled and in flying condition within thirty-six hours.
All they needed was weather ro fly in, bur again rhe
capricious Antarctic conspired against them. The above¬
freezing temperatures were as unusual as those of the
season before. With rhe aid of rhe Drirish Royal Research
ship William Scoresby, the explorers set off down rhe west
shore of Palmer Peninsula in search of better conditions.
They rook advantage of every possible spell of good
flying weather, with the Scoresby ready ro swing a Vega
on floats off into rhe water beside her. The record was
 OVER POLAR WASTES 27

rwelve minures from deck rie-down ro rakeoff. Shorry Lurzow-Holm journeyed ro Burbank and personally su¬
Cromer gor in a couple of flights wirh Wilkins and made pervised rhe rigging of a new Vega wirh a Whirlwind
one arrempred ski-equipped hop from rhe melring ice engine. He even brought along his own mechanic ro
beside rhe anchored vessel. Mosr of rhe flying fell ro Al learn every detail of maintenance for rhis American
Cheesman, who proved Pn excellent man wirh floor model, rhe first Lockheed ro be sold outside rhe United
planes. Stares and Canada. Bryde 3 Dahl shipped rhe plane ro
During rhe 1929-30 season rhe Wilkins-Hearsr expe¬ rhe whaling grounds aboard rhe factory ship Thorshom-
dition flew 3,000 miles and charred some 1,200 miles of mer in rhe fall of 1929.
new coast. Flying from rhe research ship rhe explorer and Riiser-Larsen and Lurzow-Holm apparently spenr as
his pilors stabbed toward rhe white wastes of rhe conti¬ much rime in rhe Anrarcric seeking and mapping new
nent again and again, pushing bock rhe frontiers of geo¬ coastline as rhey did in hunting for whales. Operaring
graphical knowledge. from rhe small rrawler Norvegio, rhe naval aviarors
Dy rhe rime he was headed home on rhe Hehrorio, Sir winged rheir way from o hundred miles offshore ro rhe
Hubert's agile mind had seized on rhe idea of further Anrarcric coast between Coats and Enderby lands. They
polar research by submarine. He was also anxious ro get left rheir plane bobbing in open water, skied rhe resr of
back ro New York for a belared honeymoon. He and rhe way ro shore, and raised rhe flag of Norway. More
Cheesman left rhe whaler 125 miles off Uruguay, and reconnaissance flights were made in January and Febru¬
flew in ro Monrevideo harbor. Then they wenr to Duenos ary 1930, during which rhe Norwegians discovered whar
Aires, where they wound up rhe affairs of rhe expedition are now Queen Maud Land and Princess Marrha Coasr.
in five days. The Lockheeds, which had flown at borh Their own names, like those of Wilkins and Eielson, were
ends of rhe earth, were sold ro rhe Argentine govern¬ bestowed on prominent Anrarcric landmarks and be¬
ment. come parrs of rhe map. Hjalmar Riiser-Larsen continued
Down in Antarctica, rhe land beyond rhe Lockheed his explorations and later was head of rhe Norwegian Air
Mountains has been renamed rhe Wilkins Coast ro honor Forces.
irs discoverer. The great explorer died in 1958, believing Bryde 3 Dahl next senr rheir well-rraveled Lockheed
his original and most famous Lockheed Vega was in a on a cruise ro hunt whales in Greenland waters. This was
museum in Duenos Aires, where rhe Argentines had more rhe work for which it had originally been imported.
promised ro pur it. However, a minor crack-up damaged Day afrer day rhe Vega was senr our ro scour rhe frigid
rhe ship before rhe intention could be carried our, and warers in search of telltale spouting. The local Eskimos
through rhe years it simply rorred away in an airport
boneyord. So by rhe rime Harvey Lippincorr, a Prarr 3
Whirney representative, discovered ir afrer World War II, Norwegian Vega rests amidships between flights in 1930 to seels
ir was a sad and sodden mass of punk. whales and new land in Antarctica.
While Wilkins, Cramer, and Cheesman were mapping
rhe Graham and Palmer coasts, Commander Byrd's ex¬
pedition on rhe orher side of rhe continent pushed inland
from Lirrle America and flew over rhe Sourh Pole. A third
aerial expedition from Norway combined business wirh
land-scouring in srill another Antarctic sector.
Norwegians had been using rhe Anrarcric seas as whal¬
ing grounds for many years, and rhe work had reached
rhe proportions of a stable industry. One of rhe larger
companies, Bryde 3 Dahl of Sandefjord, Norway, con¬
ceived rhe idea of using aircraft ro spot schools of whales:
float planes wirh a good range could circle our from a
factory ship and report rhe best grounds for rhe smaller
killer-boars ro head for. The-Wilkins-Eielson Vega, shipped
home from Spitzbergen via Oslo after irs rrans-Arcric
jaunr, naturally attracted much favorable attention.
Bryde 3 Dahl determined ro have a similar plane for rheir
whaling operations. Wirh government approval, they
hired two well-known Norwegian naval pilors—Captains
Riiser-Larsen and Lurzow-Holm—ro rake care of rhe mar-
rer.
The pair did things wirh Scandinavian thoroughness.
20 REVOLUTION IN THE SKY
The Viking, here leaving wirh the MacMillan expedirion of 1931,
went on ro many years of movie and charter work.
chrisrened rhe plane Qarrrsllunl, meaning "soul of rhe
whale." On rerurn ro Norway rhe ship was sold. Ir finished
our irs days on phorographic work, flown wirh skis. Srill
larer rhe rugged Whirlwind engine from Qarrrsiluni had
o furrher career os power for a propeller-driven sledge,
reporred os "rhe fasresr in rhe mounrains."
One more Lockheed musr be menrioned for irs use in
Arcric regions. In rhe summer of 1931 rhe famous Amer¬
ican explorer Commander Donald D. MacMillan acquired
o slighrly used Vega and rook ir on a survey expedirion
ro rhe Labrador and Greenland coasrs. Appropriately, rhe
ship was colled The Viking.
Pilor for rhis venrure was Charles F. Rocheville, who
hod.accompanied MacMillan and Commander Dyrd ro
Greenland in 1925. Charley Rocheville hod been em¬
ployed in Californio os on aircrafr designer, bur rhe
Depression and rhe lure of rhe Norrh broughr him back
inro acrive flying. Also along os cameraman was Glenn
R. Kershner, wirh rhe bulky equipmenr for raking morion
picrures wirh Mulricolor, a technique involving four cam¬
eras. Howard Hughes was interested in rhis new process,
a forerunner of color phorography.
Wirhour grear fanfare Commander MacMillan, Roche¬
ville, and Kershner flew rhe floor-equipped Viking our of
Rockland, Maine, headed norrh. During rhe summer, in
Labrador and beyond, rhey mopped 1,500 square miles
of previously uncharted land and explored some 50,000
miles of addirional rerrirory. The color film in rhe Mulri¬
color cameras was reporred os "beauriful," bur because
of projecrion difficulries was never released.
The expedirion's Lockheed was sold ro a Searrle busi¬
nessman, and flown wirh borh floors and wheels in rhe
Pacific Norrhwesr and Arizona. Today ir is prominency
disployed or rhe Ford Museum in Dearborn, Michigan.
C rossing rheir wide country from one coast to an¬
other has always had great appeal to most
Americans. There have been (and are) records
for making the journey by every means of con¬
veyance from roller skates to space capsule. To
accomplish the fastest trip from coast to coast in one way
or another seems to be a primal urge.
Flyers hove been no exception, and the records they
set have been well publicized. As early as 1911, cigar¬
puffing Galbraith Perry Rodgers completed the very first
transcontinental aerial journey in 84 days. Flying a Wright
EX named Vin Fiz from Sheepshead Day, New York, to
Long Beach, California, he survived some seventy land¬
ings and numerous crashes to finish the trip.
Even the first nonstop flight across the nation took
nearly 27 hours in 1923. Army pilots John Macready and
29
Oakley Kelly plugged along in the blunt-nosed, wide¬
winged Fokker T-2, built specially to fly the 2,516 miles
from New York to San Diego.
For a long time a nonstop effort from west to east was
considered next to impossible. Though aided by prevail¬
ing winds, a plane would have to lift its heavy overload
of gasoline high above California's coastal ranges and
the Rockies during the first part of the trip. Bur by the
spring of 1928 the Lockheed Aircraft Company had pro¬
duced an airplane that could do it.
Interest in the Golden Eagle and Wilkins's transpolar
Vega had put enough orders on the books of the tiny
Lockheed factory in Hollywood to warrant moving to a
new and better plant location. President Fred Keeler,
Herb Fahy in The Black Horner,
30 REVOLUTION IN THE SKY
Through his connecrions in Burbank, found 20,000 square
feer in a building already occupied in parr by The Mission
Glass Works. Burbank was only a small city, surrounded
by farms, orchards, vineyards, and acres of gravel and
vacant brushland. When rhe Lockheed Aircraft Company
moved in and began operations there at San Fernando
Road and Empire Avenue in March 1928, nobody
dreamed that rhe fifty-man work force in rhe shabby
brick building "down by rhe Turkey Crossing" would
someday expand to some 80,000 employees all over
rhe world.
The first plane built in the new plant was destined to
make the Lockheed name synonymous with speed. Or¬
dered by a well-to-do Santa Monica sportsman named
Harry J. Tucker, it was a gleaming white Vega trimmed
with red-and-blue funnel stripes. This was rhe first Lock¬
heed to be fitted with the 9-cylinder 425-hp Wasp en¬
gine. With over twice rhe power of the Wright Whirlwind,
it was made by rhe Pratt & Whitney Aircraft Corporation
of Hartford, Connecticut. The combination of Wasp
power plant and Lockheed airplane was soon to prove
ideal.
Harry Tucker, originally from Long Island, was in the
airplane-engine business himself, associated with inven¬
tor Al Menasco. Though Tucker was nor a pilot, he was
enthusiastic about flying, and with rhe purchase of rhe
new Vega he was in the big rime. Here was a plane that
appeared well capable of breaking all manner of speed
and distance records. Harry called his new Lockheed Yan¬
kee Doodle, a good name and one bound to catch the
public fancy. All he needed was a pilot.
He found one in tall, handsome Arthur C. Goebel, still
rhe roast of rhe Coast for winning rhe previous year's Dole
Race to Hawaii. A Rocky Mountain boy with long experi¬
ence in aerial acrobatics and movie stunt-flying, Art Goe¬
bel couldn't live forever on his first-prize money from the
pineapple derby. One day he appeared at the ranch-
house office in Burbank and leaned on rhe desk of Miss
Arthur Goebel and Harry Tucker wirh Yankee Doodle, rhe Vega
rhar proved in 1928 rhor "Lockheed" meant speed.
Marie Kelly, Allan Loughead's executive secretary and
girl-of-all-work. Slightly deaf from the roar of airplane en¬
gines, Goebel announced to all within hearing:
"I'd give my right arm to fly a Lockheed!"
Art soon got his wish, and for free. They gave him a
couple of ferry flights to check him out, and then Harry
Tucker hired rhe famous ocean flyer to pilot his Yankee
Doodle.
An accident in another plane pur Tucker on crutches
for a while and postponed his plans, bur by June he was
ready to try the west-to-east nonstop flight. Since Goebel
was in Japan on a demonstration tour, Leland F. Shoen-
hair was rhe first to rake rhe controls of rhe red-whire-
and-blue Yankee Doodle. Like so many other California
pilots, Lee was Army trained, and had flown just about
everything rhar could stagger into rhe air.
Shoenhair and Tucker made a valiant try at reaching
New York. After a start from San Diego, they kept going
as far as Harrisburg, only to find fog over rhe eastern
Pennsylvania mountains blocking the way. Prudent Lee
wheeled rhe Vega around and proceeded back to a
landing at Columbus, Ohio. Even so, rhe rime was excel¬
lent: only 11V2 hours in rhe air.
While waiting for Goebel's return Stateside and good
weather, Tucker had his plane retrimmed. Broad red-
white-and-blue arrows replaced rhe funnel stripes down
rhe sides of rhe ship, and big heavy Old English lettering
proclaimed her to all as rhe Yankee Doodle. Harry's own
name was on rhe cabin door. Wirh Goebel back, another
name was added just below rhe little side cockpit win¬
dows.
On August 19-20, 1928, the pair got rhe Vega off
Mines Field at Los Angeles with a full 450 gallons of
gasoline, enough to last rhe 2,710 miles to New York.
Touching down at Curtiss Field on Long Island, Yankee
Doodle became the first airplane ever to fly nonstop
across rhe continent from west to east, and rhe first to
make a coasr-ro-coast hop in less than 24 hours.
Watch in hand, his brown business suit scarcely crum¬
pled, Art Goebel rose up in rhe confined cockpit to greet
Frank Tichenor, publisher of Aero Digest.
"Good morning, Frank," he called. "I make it 18 hours
 COAST TO COAST
and 58 minures from L.A.—and about rime for break¬
fast!"
The hungry flyers also reaped financial rewards. In ad¬
dition to supplying their gasoline and oil, The Richfield
Company of California gave them $10,000 in recogni¬
tion of their achievement. Commercial aviation had
come a long way in five years. A stock plane had beaten
the Army's specially built T-2 by almost eight hours. And
the best time by train was practically three days.
Because Yankee Doodle was a standard Vega, Art and
Harry carried their extra gas in five-gallon cans, packed
in the cabin. Owner Tucker paid in hard work for the
records his airplane set. He had to pump the gas by hand
up into the wing ranks, where gravity flow would drop it
to the engine. As a can was emptied, Harry chucked it
out the door. Twice on his trips he lost the door in this
maneuver—which naturally cut down on air speed, as
well as setting up an air flow that threatened to suck the
passenger our with the empties.
After their west-east hop, Goebel and Tucker tried the
Lockheed in a couple of races. Then a personality clash
between pilot and owner brought changes. Tucker had
plans for successive attempts on speed, distance, and
even altitude records. He wanted to set and break rec¬
ords, even his own, with no respire, and remarked that
he had no intention of becoming a parrot, "the bird that
talks most and flies the least."
Harry's ambitions brought him a third and final pilot:
Captain C. B. D. Collyer, a lean Virginian. Missionary's son,
former aviation cadet, airmail pilot and skywriter, Charlie
Collyer had gained recent fame for a steamship-and-
plane trip around the world in July 1928, and had partic¬
ipated in transcontinental races.
Collyer had flown just a Lockheed demonstrator, and
that only once, when he took the stick of the sleek Yan¬
kee Doodle on October 24. Lifting her off Roosevelt Field
or the bidding of his laconic new boss, he nosed the
Vega west on another nonstop attempt. Most of the trip
was made in fog, storms, and headwinds, and it took
nearly 25 hours. Through the long night Charlie Collyer,
aching and uncomfortable, wrestled with the controls to
keep his course. His parachute straps chafed his back,
and he vowed he'd use padding next rime. In the cabin,
Harry Tucker pumped gas, and left a trail of tin cans
across the continent. For luck he carried a "mascot" con¬
trived from a beribboned.hot dog, with toothpicks for
legs and tail.
When the men finally brought their Lockheed down
at Los Angeles, Tucker was the first passenger, and his
Vega the first airplane, to fly nonstop from coast to coast
in both directions.
The Santa Monica sportsman could nor rest on his
achievements. He wanted to turn around, fly back, and
try to better his own mark.
But time was running our for Yankee Doodle. On No¬
31
vember 3, 1928, Collyer got the Vega over the coastal
ranges and across the Mojave Desert. Nobody knows
what happened after the record-seekers crossed the Col¬
orado into Arizona. People in the mining camps south of
Prescott saw the plane circling confusedly in the dark.
Then the Vega came roaring wide open down rocky
Crook Canyon, crashed, and scattered itself for half a mile
through a forest of tall pines.
Yankee Doodle's existence was short, but she left an
unerasable impression: "Lockheed" now spelled speed
in the public mind.
In Burbank, Jerry Vultee and his men completed a
new Lockheed model—the Air Express—-in November
1928. Actually this ship was a complete rebuild of a
parasol-wing original, designed by Northrop, that had
had a brief existence earlier in the year. Pur out as a
mail-and-passenger carrier with the needs of airmail
pilots in mind, the ship had a rear open cockpit. The
plane had been tested and accepted by Western Air
Express, bur after a crack-up on its maiden flight was
returned to the factory. Now the Air Express was pur
through further exhaustive tests under the guidance of
the gifted Vultee, and received the covered Department
of Commerce "approved-type" certificate.
Like Yankee Doodle it was fitted with a 425-hp Pratt &
Whitney Wasp engine, and was capable of great things
in the line of fast flight. A further speed inducer was the
fitting of a tubular Duralumin engine cowling. This spe¬
cial enclosure for radial engines had been developed by
the National Advisory Committee for Aeronautics and first
tested on the Wrighr J5 engine of an Army AT-5A. The
Lockheed Air Express installation was both the first use of
the NACA cowl on a Pratt & Whitney engine, and its first
use on a commercial airplane. It gave the torpedo-
shaped Lockheed a barrel nose and added some ten to
nineteen miles an hour ro its 161-mph top speed.
Though considered strange in appearance at first, the
cowl was quickly accepted and became a common sight
on all types of radial-engined aircraft.
The Air Express was still an experimental job when the
Lockheed company decided ro exhibit it at an air show
in New York. A good ferry pilot would have to be found,
since this ship was a real speed queen. As luck would
have it, the pilot was right there in Los Angeles, in need
of transportation east. He was Army Reserve Captain
Frank M. Hawks, a California flyer who'd been barnstorm¬
ing and carrying oil-field payrolls in Texas and Mexico.
Hawks was now working for The Texas Company, and
had been flying the oil firm's new Vega.
Neither Hawks nor Lockheed's Ben Hunter was exactly
averse to the idea of making the ferry trip a try to better
Yankee Doodle's transcontinental rime. Like the speedy
Vega, the Air Express had no special fuel ranks, and
someone would have to go along with Hawks ro pump
gas from five-gallon tins, augmenting the two 50-gallon
32 REVOLUTION IN THE SKY
Parasol wing, new NACA cowl are disringuishing fearures of rhe
rebuilt prototype Air Express in which Frank Hawks and Oscar Grubb
wrote a new coast-to-coast record in February 1929.
wing ranks. The someone chosen was a man wirh on
unlikely name for an air hero: Oscar E. Grubb, rhe be-
specracled superinrendenr of Lockheed's final assembly.
Seventy-five recrangular cans of Texaco aviarion gaso¬
line were packed inro rhe rubular cabin of rhe red-and-
silver Lockheed. Then Oscar Grubb was folded amid
rhem, and rhe door shoved shur behind him. The plan
was for Oscar ro keep rhe wing ranks pumped full. Then
he was ro cur up rhe empty cans wirh rinsmirh's shears
and make more room for himself: rhe company wasn'r
raking any chances on losing rhe door by having him
jerrison rhem. Though claiming nor ro be supersririous,
rhe superinrendenr's fellow employees wired a rabbit's
foot ro rhe shank of rhe Lockheed's rail skid.
Hawks and Grubb got off jusr ar sundown on February
4, 1929. Near Flagstaff, Arizona, they climbed above rhe
fogbanks and wenr barreling along ar 14,000 feet.
Grubb pumped gas. Swarhed in his big raccoon coar,
Frank Hawks sar warm in rhe cockpit, wirh no inkling that
far below him was a seething meteorological cauldron
of rhe winter's worst weather.
Toward midnighr a sick cough erupted from rhe en¬
gine and Hawks's heart missed a bear. Frantically he
switched from rank ro rank. The gauges read empty and
rhe Wasp quir entirely. Frank squirmed down in his sear
ro peer inro rhe dimly lit cabin ahead. Oscar Grubb was
sprawled grotesquely on rop of rhe gasoline tins, sound
asleep. Exhaustion, high alrirude, and rhe monotonous
drone of rhe motor in his confined quarters had done
him in.
Hawks's roar made up for rhe lack of noise from rhe
stopped engine.
"Hey Oscar! Oscar! Give her some gas or ger ready ro
jump!"
Poor Grubb came ro and responded on rhe pump wirh
frenzied efforts. Soon rhe motor was barking again on all
nine cylinders, and rhe losr alrirude was regained. On
rhey wenr above rhe endless clouds, wirh only rhe moon
and srars for company. Twice Hawks rook a chance on
dropping down through rhe soup in order ro check some
visual landmark wirh his compass. He made no claims ro
being an "intrepid aviaror" and wasn'r ashamed ro
admit he was downright scared. Afrer daylight rhe first
descent brought somerhing rhar vaguely looked like
Kentucky our of rhe murk below. The second gor rhe
cloud-dodging travelers a glimpse of rhe capirol ar Wash¬
ington. Over familiar rerrain now, rhe Air Express burned
up rhe skyway ro New York and came around inro rhe
wind ro land ar Roosevelt Field.
Oscar Grubb was half dead when he fell our of rhe
cabin ar rhe end of rhe rrip. Gasoline fumes from rhe
sliced cans had sickened him, and rough air had com-
 COAST TO COAST
Allan Loughead and Frank Hawks (who plans ro keep warm in Air
Express cockpit) wait for gas cans ro be taken aboard for the non¬
stop dash east
pounded his nausea. Wirh no clear recollecrion of rhe
flight, he gasped:
"Never again, nor for a million dollars!"
Hawks propped him up. "Here's your real hero," he
rold rhe milling reporrers. "He's rhe one who made ir
possible."
Even wirh rhe derour by way of Washington, rhey had
bearen rhe Goebel-Tucker record by over half an hour.
The new NACA cowling had been proved ro funcrion
perfecrly.
Afrer rhis flighr and rhe resulring publicity, ir was nor
difficult for Captain Hawks ro talk The Texas Company
inro buying rhe record-breaker ro add ro irs growing fleer
of aircraft Back ar Burbank, Hawks had rhe Air Express
repainted a brilliant red, wirh white trim and rhe big star
rhar was rhe trademark of his company, and her new
name, Texaco 5. A fuel rank was firred in rhe cabin ro
rake rhe place of a helper on long flights, and a radio
receiver was installed. Frank Hawks had more records in
mind.
Before he was ready, rhere were new contenders. The
second Vega rhe Lockheed company had builr, and irs
33
first ro go inro use as a company demonsrraror, was sold
ro Bernarr Macfadden of New York, rhe magazine pub¬
lisher. The lion-maned health faddist had been badly
birren by rhe flying bug, and rhis was rhe first of numer¬
ous airplanes (including five Lockheeds) he was ro own.
Afrer rhe Hawks-Grubb venture, Macfadden realized
rhar his own ship, though nor as high powered, was
probably capable of a similar flighr. He instructed his
pilot, O. K. Bevins, ro give a try. An excellent flyer and
instructor from Kentucky, Okey Bevins did his best wirh
rhe Vega in March 1929. Fouled sparkplugs brought him
down in New Mexico, and bad luck dogged his subse¬
quent journey eastward. Attempting ro rake off afrer a
forced landing on a farm near Belle, Missouri, Bevins
fractured borh legs, and washed our rhe Macfadden
Lockheed.
Nexr ir was Harry Tucker's first pilot, Leland F. Shoen-
hair, who got himself a job and a Lockheed of his own
ro fly: rhe B. F. Goodrich rubber outfit's new Vega Miss
Silverrown. In June 1929 Lee essayed rhe nonstop jour¬
ney east, bur was signaled ro land ar Cleveland because
of fogbanks reported over Pennsylvania. Goodrich had
boughr rhe plane only rhe day before, and was raking
no chances.
A few days larer, Captain Frank Hawks, already estab¬
lished as transcontinental speed champion, was ar ir
again. On June 27-28, 1929, Hawks made two unprec¬
edented flights. Alone, he rook rhe Air Express from New
York to Los Angeles in a little over 19 hours.
Then, afrer a scant seven and a half hours of resr,
refueling, repairs, and refreshment, rhe recordseeker was
off again for rhe Easr. Except for a Pacific fogbank which
called for spiraling his gas-laden ship up ro 0,000 feer in
order ro dear Cajon Pass, rhe wearher was almost ideal
in borh directions. T3ur ir was afrer dark when Texaco 5
broughr Captain Hawks back ro New York wirh more
records.
Roosevelt Field was America's best-known airport, bur
ip 1929 ir did nor yer boasr any boundary or obstruction
lights. Hawks jazzed rhe hangars ro announce his arrival,
and confusedly selected rhe crossleg of rhe T-shaped run¬
way. He came rolling in fast and ploughed straight inro
rhe heavy wire fence of an adjacent polo field.
Despite rhis mishap Frank Hawks had accomplished
an unusual fear of courage and stamina: he was rhe first
man ro fly alone from coasr ro coast; and he did ir in
borh directions wirhin rwo days. In addirion ro berrering
rhe rimes borh ways, he ser rhe first round-rrip record. Bur
rhe weary caprain had no thought of triumph as he sat
dejecred and deafened in his red Lockheed asrraddle
rhe fense. Hauled our, he wenr fast asleep on his wife's
shoulder.
Wirh rhese new records ro shoot ar, Lockheed's own
resr pilot, Herb Fahy, tried rhe rrip rhe following monrh,
flying anorher Air Express. A company demonsrraror, rhe
Dernarr Macfodden's entry for transcontinental nonstop honors is
Vega No. 2, flown with early triangular fin.
ship was temporarily named The Bloch Horner because
of rhe experimenral installation of a Pratt & Whitney Hor¬
net Engine on its nose. This power plant developed 525
hp—100 more than rhe famous Wasp—bur was heavier
and used more fuel. Its increased diameter on rhe oval
contour of a Lockheed also meant a corresponding re¬
duction in speed to be overcome. Another innovation on
this Air Express was the first installation of wheel pants,
added to cut down wind resistance. These were squared-
off, hand-beaten affairs, a forerunner of the spun-alumi¬
num, teardrop fairings soon to be developed.
Fahy's record dash did not work our, even with these
additions for extra speed. Spewing oil and smoke, rhe
Homer came down with a scuffed piston at Kiowa, Kan-
Sw/nging rhe compass of Texaco 5, to prepare for a batch of
Ha whs's solo records.
sas. After repairs in Wichita, Fahy took her back to Bur¬
bank where she was sold to rhe General Tire & Rubber
Company as an entry in rhe National Air Races of 1929.
Frank Hawks's nonstop transcontinental records were
to outlive his Texaco 5, which made them. Attempting
to rake off from a muddy field at West Palm Beach,
Florida, rhe captain caught a wheel on a parked ship
and hurled his famous plane into three others. Fortu¬
nately this spectacular smash-up produced no fatalities,
but rhe Air Express was a complete washout.
The slogan "It rakes a Lockheed to bear a Lockheed"
was not just boastful talk. When it came to fast transpor¬
tation, rhe Vega and Air Express were undisputed leaders
of rhe field. With increasing demand from individuals,
business firms, and airlines, in two short years rhe Lock¬
heed company had built over eighty airplanes. And in
the early months of rhe fateful year of 1929, aviation in
California was booming, along with everything else in
rhe country.
The original founders of rhe Lockheed Aircraft Com¬
pany chose this peak rime to sell out. President Fred
Tf»«0 >
 COAST TO COAST
Keeler hod long ago realized o good rerurn on his in¬
vestment. Ray Boggs and Ben Hunrer were organizing
Nevada Airlines ro fly passengers from Los Angeles ro
Reno, using Lockheed equipment Only Allan Loughead
was relucranr, feeling that'the firm had a grear deal of
financial stability and was bound ro go on ro greater
things. Bur, in July 1929, Lockheed assets and goodwill
were acquired by a holding company, the Detroit Aircraft
Corporation.
Detroit Aircraft was formed to knit an organization of
airplane builders into a sort of "General Motors of the
air." Edward 5. Evans, prominent Detroit industrialist, was
its head, and the board of directors included R. E. Olds
and Charles F. Kettering.
The Michigan amalgamation controlled other aircraft
manufacturers, such as Ryan and Eastman, and its diverse
interests included the well-known Parks Air College in
East St. Louis, the Grosse Isle Airport in Detroit, and com¬
panies to make gliders and metal-clad dirigibles. Some
of the components were merely fond hopes, and the
Detroit people soon found Lockheed to be the biggest
and only profitable egg in their basket.
Production at Burbank was stepped up. There were
grandiose plans for a new factory at Long Beach, an
assembly plant in St. Louis, and research into new models
and manufacturing at Detroit. To run their Lockheed op¬
eration, Detroit Aircraft sent our an able manager, Carl B.
Squier. He was a most fortunate choice. A slim, dark¬
haired, friendly man, Squier had been a county-fair con¬
vert ro flying in his native Michigan. As an Army aviator
in France he'd come home with the Croix de Guerre.
Then there'd been barnstorming and test-flying, and
work with Stinson, Glenn Martin, and his own company,
which made Eastman Flying Boars.
In addition ro all-round managerial competence, one
of Carl Squier's greatest abilities was salesmanship. He
had friends and contacts all over the United Stares, and
could sell just about anything that he believed in. After a
few days in Burbank, he believed in Lockheeds.
The factory had been too busy to do much physical
expansion, and despite the change in management the
workers in the plant on the corner of San Fernando and
Empire kept right on going. Monocoque fuselage shells
continued to be processed in the concrete mold, and
everybody pitched in with a can of racks and a gluepor
when one was ready to be mounted on its framework.
Nearby were the assembly shop, the painrshop, and a
drying shed aromatic with the wonderful odor of spruce
plywood. Behind the factory stretched the so-called Lock¬
heed Airport, a thin strip dotted with filled gopher holes
and weed clumps, and bordered on two sides by the
railroad embankments and telegraph wires of the South¬
ern Pacific.
The ex-ranchhouse front office housed a little cubby¬
hole for the new general manager, and a four-drawer
35
file cabinet contained all of Lockheed's records. The en¬
gineering department occupied what had once been a
kitchen. Starry-eyed Jerry Vultee dreamed airplanes
there, and his two draftsmen, Jimmy Gerschler and Dick
Von Hake, transferred ideas and analyses to paper.
It was this three-man staff who produced the next
Lockheed model, the low-wing, two-place Sirius, named
for the bright Dog Star in the constellation of Orion. For a
customer, Vultee and Squier had lined up the most fa¬
mous flyer in the world—Colonel Charles A. Lindbergh.
The order came about casually. Lindbergh had been
flying borrowed airplanes for some months, and wanted
a ship of his own again. At the National Air Races at
Cleveland he talked at length to Vultee. With the roar of
the "pylon polishers" punctuating their conversation,
Jerry rook notes of the colonel's requirements and
roughed out a preliminary sketch on hotel stationery.
Later there was a conference with Carl Squier at the New
York Athletic Club. The participants talked far into the
evening and Carl came away with a diagramed table¬
cloth and various Lindbergh doodles on scrap paper to
take back to California.
A great deal of secrecy surrounded the building of the
first Sirius. For a long time it was purposely rumored as a
special order for Edward S. Evans, president of Detroit
Aircraft. The men in the factory learned the truth when
a truck driver delivered a new 450-hp Pratt & Whitney
Wasp engine, supposedly for "the Evans ship."
"Here's Lindbergh's motor," he boomed. "What kinda
airplane ya gonna pur it in?"
With the beans spilled, the factory prepared for a del¬
uge of publicity. Every little movement of the Colonel
and Mrs. Lindbergh was covered by the press in a reflec¬
tion of mass acclaim and hero worship never equaled
before or since. What they did, said, are, wore—all were
dutifully recorded; and if no statements were available,
the harried reporters made them up.
As he had with his famous SpirirofSt Louis, Lindbergh
wanted personally to see to the details of final assembly
and tests of his new airplane. During the winter of 1929-
30, he and Anne stayed with a business associate, Jack
Maddux, in Los Angeles while the Sirius was being com¬
pleted at Burbank. Every day the famous couple drove a
back street and parked in the shade of a hangar beside
the factory airstrip. Mrs. Lindbergh usually stayed in the
big touring car while her husband busied himself about
the plant.
After the initial feeling of awe at being associated with
a celebrity wore off, the Lockheed crews found Lind¬
bergh a warm, agreeable, friendly person. A perfection¬
ist, he was interested in everything that concerned his
plane. Hidden from the stares of the ever-present hero
worshippers in the dark, rapering recess of a Vega fuse¬
lage, he might talk control-rigging for hours with a me¬
chanic. Outside, assemblers Don Young, Firman Gray, or
36 REVOLUTION IN THE SKY
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Check rhar bothered Carl Squier doesn T include the $5,000 already
deposited on Lindbergh's new Wasp engine.
Tod Oviarr would bring rhe parienr Mrs. Lindbergh sand¬
wiches and a cold soda from rhe lunchroom across rhe
srreer.
The publicity had mixed blessings—and remprarions.
A Los Angeles dealer offered Carl Squier a brand-new
Cord automobile if he could jusr ger Lindbergh ro sir in
one long enough ro be surreptitiously photographed. It
was a rough proposition ro resist.
Squier had an anxious rime when it came to rhe final
sale of rhe new Sirius. After cost considerations, countered
by rhe tremendous publicity value, rhe Lockheed general
manager came up with a price of $22,825 for the plane.
The Lindberghs held a long discussion in a corner of rhe
office. They seemed ro be arguing. Carl suffered mental
anguish. Had he asked too much and queered rhe sale?
Finally rhe colonel came over with a check. Years later
Squier asked his friend about rhe corner conference:
"Slim, what was all that talk you and Anne had in my
office rhe day you bought rhe Sirius?"
General Lindbergh thought a minute and then
laughed.
"Why, we were just deciding on what bank to draw
the check!"
The beautiful low-winged Lockheed was famous even
before it was finished. After its announcement, rhe com¬
pany received orders for half a dozen sister ships, and
was rushing these to completion at the same rime.
As originally built, rhe black-bodied, orange-winged
Lindbergh Sirius had two open cockpits with fixed wind¬
shields. At Mrs. Lindbergh's suggestion a sliding canopy
was devised ro cover both openings and provide more
comfort and ease of communication. This was an unpa¬
rented Lindbergh-Vulree "first" that was to Come into
common use. Test-flying rhe new bird was an early job
* ZL 10.7*
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for Marshall Headle, an ex-Army and Marine flyer from
Massachusetts, who was to pilot over three hundred Lock¬
heed airplanes on their maiden flights.
On Easter Sunday 1900, Colonel Lindbergh was satis¬
fied with his gleaming new airplane. Early in the morn¬
ing he and Anne rook off from Glendale for the East.
They were bundled in bulky, electrically heated flying
suits, kept warm by rhe current from a wind-driven gen¬
erator. Casually rhe colonel announced rhar rhe flight
was to be made at 14,000 feet or better, in order ro rest
rhe advantages of rhe weather in rhe higher altitudes.
Speeding along at an average of 171 mph, rhe pair jusr
as casually broke rhe transcontinental record. Even with
a fuel stop at Wichita, their elapsed time was 14 hours,
45 minutes, and 32 seconds. As copilot and navigator,
Mrs. Lindbergh automatically set a women's record for
coast-to-coast flight. Again, it had "taken a Lockheed to
beat a Lockheed."
With rhe summer flying season coming on, rhe Lind¬
bergh record was up for grabs. One man who stood a
good chance of beating it was Colonel Roscoe Turner.
Deliberately flamboyant and a Southern gentleman
(Mississippi via Virginia), Roscoe was always a keen com¬
petitor. He had been an ambulance driver, an army lieu¬
tenant, and a top movie stunt pilot. In 1930 rhe Turner
attire was better known than his flying. He was always
magnificent in appearance, and affected a uniform of
his own design consisting of powder-blue tweed coat
with Sam Browne belt, beige whipcord riding breeches,
spotless boots, and all topped off by a white silk scarf and
military cap with burnished wings. Though it was the
subject of banter and jibes, Roscoe had good reason for
his sartorial elegance. In his barnstorming days it had
enabled him to win passengers and eat, while competi¬
tors in dirty overalls fought hunger pangs.
Colonel Turner had been flying Vegas for Nevada Air¬
lines, bur was looking fora more permanent connection.
First Sirius enjoyed insronr fame because of irs owner, bur off-hand
rransconrinenr records helped, roo. Sliding cockpit canopies were
later suggested by Anne Lindbergh and became standard equip¬
ment
Pilor's-eye view of the Lindbergh Sirius instrument panel
He hod his eye on rhe Horner-powered Lockheed Air
Express which Herb Fahy had flown, rhe former Black
Homer. Irs currenr owner, rhe General Tire & Rubber
Company, had no comperenr pilor for ir. Casring abour
in his ferrite mind, Roscoe came up wirh a promorion
idea for using rhe ship rhar was really a srunner.
He Talked Earl D. Gilmore, head of California's Gilmore
Oil Company, inro buying rhe Air Express ar a bargain
 REVOLUTION IN THE SKY

Charles and Anne Lindbergh, ready for Easter flight of 1930 Crop),
and with TWA Vega, later

$15,000. Turner was ro moke record flights in ir to adver¬

tise Gilmore products. The oil company used a big lion's
head os their trademark, so ro clinch the sure-fire propo¬
sition Roscoe acquired a five-month-old lion cub, and
planned to fly him as a mascot.
In March 1900 The Gilmore Lion came into being.
Painted cream with red-and-gold trim, it soon became a
familiar sight at western airports and flying events. Peo¬
ple flocked ro see the Lockheed and its snappily dressed
pilot. Gilmore, the lion cub, was a star attraction, too. He
even boasted a specially made and tailored Irvin Air
Chute, with a suitcase handle for ready carrying.
Turner and Gilmore did plenty of serious flying. Roscoe
pur his sights on the transcontinental record and, with his And new idea. Roscoe with his brainwave Gilmore.
 COAST TO COAST
New owner, new point job, new pilot: Roscoe Turner flies the for¬
mer Block Horner ro a new coosr-ro-coosr mark
emergence on rhe national scene, many people who
had never heard of Californio's Gilmore gasoline come
ro know Gilmore rhe lion.
On May 1, 1930, rhe flyer rook his mascor and rhe Air
Express up over Donning Pass ro rhe easr in an effort ro
bear Lindbergh's cross-counrry rime. The plane was srill
firred with rhe Horner engine, and really gobbled rhe
Gilmore gas.
Over New Mexico, Turner encountered srrong head¬
winds and terrible flying weather. The lion cub got lone¬
some and tried ro crawl up from rhe cabin into rhe busy
flyer's lop. Ar one poinr Roscoe was sure rhey would have
ro jump, and only rhe rhoughr of a lion flooring genrly
down on some unsuspecting rancher drove him on. Ar a
short srop in Wichita, rhe Lockheed was refueled while
Gilmore happily devoured chunks of raw horsemear. Srill
bucking winds, rhe pair made a srop for oil in Middle-
rown, Pennsylvania. Then rhey ran our of gas before
reaching Roosevelr Field on Long Island, ond hod ro land
short or Curtiss.
The Gilmore Lion missed rhor one, bur two weeks larer
Turner and his furry friend roared into Glendale, Califor¬
nio wirh o new easr-wesr record of 18 hours, 42 minures,
39
and 54 seconds. They'd stopped only briefly in Wichira ro
replenish rhe needs of man, machine, and beosr. Gil¬
more rode proudly home on Mrs. Turner's lop.
Afrer rhe transcontinental rriumphs of Lockheed's stock
Vega, Air Express, and Sirius, rhe records began ro be
whirried away by smaller, specially constructed racing
planes rhar, because of rheir high speeds, could afford
several refueling stops en route.
For a while, exacrly whor constituted a coosr-ro-coosr
record was none roo clear. Newark, New Jersey—con¬
veniently and considerably short of Long Island—be¬
came o favorite Eastern terminus. There were nonstop,
one-srop, and mulrisrop records, wirh variations in passen¬
gers carried, payloads, directions, termini, and even rhe
age group of rhe flyer breaking rhe record.
In June 1930 two well-known aviators from Derroir
gave one of rhese variations ro rhe transcontinental
mark. They were William S. Brock and Edward F. Schlee,
best remembered for rheir 1927 flight from Derroir ro
Tokyo, which included rhe firsr direct Atlantic hop from
Newfoundland ro London.
Billy Brock was an Ohio farm boy who had learned ro
fly wirh Glenn Curtiss when hardly our of knee panrs.
Cheerful, chubby Billy had graduated from flying mail,
and had allied himself wirh Ed Schlee, a Derroir business¬
man. By rhe acquisirion of rhe right corners, Schlee had
builr up a thriving chain of service srarions, and his Wayco
Oil Company held rhe Shell distributorship for southern
Michigan. Billy raughr Ed ro fly, and gave him rhe irch ro
branch our into aviorion. Afrer rheir daring and successful
flight, this pair added complete aircraft sales and service
ro Schlee's chain of enterprises. Their greatest coup was
being appointed as a distributor for Lockheed in 1928.
For going on two years, rhe Schlee-Brock Aircraft Cor¬
poration sold Lockheed Vegas throughout rhe Midwesr
and handled rhe sales of dozens of airplanes. Business
was excellent and Ed and Billy were kept on rhe jump,
exhibiting and selling rhe speedy ships from New Mexico
ro New Jersey. For a while rhe lively Schlee-Brock organi¬
zation was a roil rhor nearly wagged rhe dog. With a
narion-wide distributorship and a subdealer serup, rhe
Derroir-ro-Tokyo flyers laid plans ro rake on rhe entire
Lockheed factory ourpur. They contracted for sixreen
planes a monrh, and were ready ro invest $3,000,000 in
them.
This rosy financial bubble was pricked by rhe sale of
Lockheed assers ro rhe Derroir Aircraft combine, which
hod been pur together righr in Ed Schlee's home rown.
Derroir pulled rhe rug from under rhe Schlee-Brock distrib¬
utorship, and set up its own sales organization. In July
1929, at rhe crucial rime when there might have been
a deal for murual benefit, Ed Schlee lay in a Derroir hos¬
pital wirh o fractured skull. Sronding on rhe wheel of a
Vega, he had lost his balance ond fallen inro rhe whirling
propeller.
40
Ed Schlee (lefr) and Dilly Brock build a Vega and ser a new record
because they believe in Lockheeds.
This Sport Cabin Sirius with Jimmy Collins in rhe office couldn f crack
rhe Lindberghs' rime flying east
REVOLUTION IN THE SKY
Billy Brock rried ro hold rhings rogerher while his parr-
ner recovered from rhe near-faral accident". After just a
few months of operation, rhe little Canadian-American
Airlines they were trying to establish in Minnesota went
broke, and its assets went under rhe sheriff's hammer.
Despite rhe change in their fortunes, rhe Detroit pair were
still sold on what Lockheed planes could do. Perhaps
another world flight, all rhe way this rime, would pur
them back on top.
In rhe Schlee-Brock shops were all rhe parts ro build a
new Vega. All that was lacking was a fuselage, which
was readily purchased from the factory. In rhe spring of
1900 Billy and Ed put together a Lockheed of their own.
It was a beautiful ship, painted a deep red with cream-
colored wing, rail, and wheel pants. There was much
secrecy about what the plane would be used for, and
rhe rumored world flight was nor denied.
To rest rhe long-distance capabilities of their Lockheed,
Brock and Schlee chose to make a double transcontinen¬
tal dash across rhe southern segment of the United Stares,
from Jacksonville, Florida, ro San Diego, California, and
return. In rhe rash of Los Angeles-New York flights nor
much attention had been paid to this route, which is
about 400 miles shorter.
Wearing his usual cardigan swearer and his "lucky"
ran-and-whire sport shoes, Billy Brock sent rhe shining
Vega skimming off the beach at Jacksonville. In rhe
cabin, Ed Schlee busied himself with a transmitter-
receiver lent them for the flight by Powel Crosley, Jr., of
rhe radio company. Though it had only 150-warr
strength, it enabled the boys ro keep tabs on local storm
conditions and issue terse bulletins as to their own prog¬
ress.
They had fine weather except for a whirling dust cone
 COAST TO COAST
over the Imperial Valley, and rhe Florida-California parr
of rhe rrip wenr fine. Ir was rhe firsr nonsrop flight ever
made between rhose stares. Ar San Diego, rhe flyers
stopped only long enough ro gas up and munch a sand¬
wich. The return rrip was-much rougher than Brock and
Schlee had anticipated, and they dodged rhunderheads
and bucked headwinds all rhe way. After an unsched¬
uled fuel stop ar Tallulah, Louisiana, rhe pair got back ro
Jacksonville in 31 hours and 58 minutes. This flighr, made
June 17-18, 1930, was a new elapsed-rime record for a
round trip across rhe Unired Srares.
Since high ride prevented his using rhe beach from
which he had taken off, Billy Brock landed with near-
empty ranks ar rhe Jacksonville Municipal Airport. Like
Frank Hawks a year earlier, fatigued with nearly rwo days
and a nighr of transcontinental flying, rhe rired pilor mis¬
41
judged his landing, rolled inroa boundary fence, and pur
rhe Vega up on her nose. Brock and Schlee were unhurt,
bur rhe Lockheed had ro be shipped back ro Detroit for
repairs. It was sold eventually to rhe Crosley Radio Cor¬
poration.
Famed resr pilor Jimmy Collins made a try ar rhe Lind¬
bergh record on rhe Fourth of July 1930. He was ferrying
a gaily painred red-and-whire special Sport Sirius ro its
new owner, Walter Blumenrha! of New York. Jimmy
came rearing across rhe continent, bur even flying alone
he was far behind rhe Colonel's mark.
Then in August, Captain Frank Hawks, flying a small,
racing Travel Air Mystery Ship, recaptured his cross-country
speed rirle, and a plane builr by Lockheed was nor ro
hold rhe record again until rhe age of jets.
 6
RACING
TIME
AND SRACE
S ince rhey hod o berrer-rhon-even chonce ro bear
all competition, Lockheed monoplanes were en¬
tries in most of the racing meets of the late twen-
| ties and early thirties, particularly those on a
national scale.
Primarily as competition for military and experimental
aircraft, there had been a National Air Paces held each
year since 1924. The annual meet was staged in various
cities, and brought manufacturers in contact with poten¬
tial buyers, and also served as a proving ground for ideas
and new designs.
More than that, the National Air Paces were a great
country fair of the air, where pilots, mechanics, builders,
owners—everyone connected with the industry—could
get together in a holiday atmosphere. Lasting friendships
were made and renewed, and the midnight oil burned
on beyond daylight in the hangars and sheds and tents
42
where determined men and women labored to put
more speed into their machines.
For the manufacturers and owners, a race winner
meant more business. For the mechanics and ground
crews it was the satisfaction of precision teamwork and
the excitement of competition. For the pilot, seeking to
make a name for himself and his plane, it was all these
plus the thrill of public approval. Seldom did a racer ever
come our with a profit, and many lost both their shirrs
and their lives. Still, the surging, screaming crowds, the
sound of flat-out engines, and the smells of popcorn and
hot motor oil brought them back each year. It was heady
stuff.
The throngs which flocked each year to the National
Lee Shoenhair and Miss Silverrown streaking in from Los Angeles in
the 1929 National Air Races.
 PACING TIME AND SPACE
Air Races reveled in rhe spectacles pur on for their bene¬
fit. Like Romans watching gfadiarors in rhe Coliseum,
they chose their favorite villains, their clowns, their heroes
who could do no wrong. And, like the Romans, they
came with just a taste for blood—and were often re¬
warded.
The NAR, as it was called, first had Lockheed airplanes
in competition at its 1928 meeting, held at Mines Field
southwest of Los Angeles. Due to rhe excitement over
Lindbergh, and flying in general, more than half a mil¬
lion people were expected, and rhe committee rounded
up cash prizes amounting to $80,000.
To alert national interest, rhe program included a num¬
ber of On-to-Los Angeles races taking off from New
York City, with different categories for planes of various
engine displacements. The most appealing to adventur¬
ous pilots with flat wallets was an unprecedented non¬
stop race across the continent. At the rime of rhe
announcement only one airplane, rhe Army T-2, had
ever flown all rhe way from New York to rhe West Coast
without coming down to gas up.
Colonel William K. Thaw of Pittsburgh—World War
flyer and commander of rhe famous Lafayette Escadrille,
insurance broker and railroad director—believed that
Lockheed's Vega would be rhe ideal plane to enter in
the nonstop race. He ordered one through the compa¬
ny's Eastern distributor, Air Associates, Inc., of New York. It
was to have special tanks, special bamboo-padded fuel
lines, and a special engine: the 515:hp Hornet by Pratt &
Whitney. This last would make it the fastest passenger
airplane in America at that time. The-ship was painted
purple and gold, and cost the dapper colonel a neat
$30,000.
William Thaw couldn 'r rum down $35,000 for his racing Vega, in
1928 rhe U.5.A.'s speediest passenger plane.
45
Thaw chose to act as navigator for his colorful new sky-
splitter, and installed Jack Morris, a Pittsburgh flying in¬
structor, in rhe cockpit. The pair rook delivery of the ship
in Burbank, and got it back to New York barely in rime
to get ready for the big race.
Art Goebel and Harry Tucker had made rhe first non¬
stop west-east transcontinental hop only a couple of
weeks earlier, showing that a stock commercial Lock¬
heed could do it. Art and Harry had Yankee Doodle's
racing number, 44, already painted on, and considered
their record flight a mere curtain raiser for rhe main
event.
Thaw and Morris reasoned that they had nearly 100
more horses on the nose of their ship than had rhe Cali¬
fornians' Vega with its 425-hp Wasp. They rook further
heart when rhe veteran Goebel got lost on a simple trip
to Connecticut, supposedly looking for Hartford's Brainard
Field. (This was later suspected to be a hoax, perpetrated
by rhe wily Goebel to mislead his competition.)
Then, at the last minute, publisher Bernarr Macfadden
got a yen to fly in the race. It would help sell magazines.
He negotiated with Thaw, offering $35,000 for rhe pow¬
erful purple Lockheed. This was difficult to resist, and rhe
Pittsburgher sold with the proviso that he and Morris
would still fly the ship. The bushy-browed physical culturist
managed to get his new acquisition christened TrueSrory
on the eve of the race, but canceled plans to go along
himself. It was just as well for him that he did.
The New York—Los Angeles Nonstop Air Race got
under way from Roosevelt Field on September 13, 1928.
In addition to the two Lockheed entries, there were two
Stinsons, a Buhl, and four Beliancas, including rhe famed
Columbia which had flown to Germany rhe year before.
Well-known pilots like Nick Mamer, George Haldeman,
Shirley Short, Emil Burgin, and "Boots'' Le Boutillier were
at their controls. As the afternoon sun stretched wing
44 REVOLUTION IN THE SKY
shodows inro grotesque lengths, they took off, one by
one.
Goebel and Tucker, in white shirts and brown business
suits, acted as though they were hopping over to Terer-
boro for tea. But in no time Art had Yankee Doodle's rail
up and was off and away in the dusk.
The Thaw-Macfadden True Srory was the last to leave.
The blast of her Horner ripped up a vast cloud of black
dirt, nearly smothering the spectators as she turned about
inro the wind. With 650 gallons of gas on board there
was some question as to whether the heavy racer would
get off. But Jack Morris had Yankee Doodle to catch, and
he didn't hesitate: of the nine ships in the race, True Srory
used the least runway, and her lights quickly disappeared
inro the night.
The first (and only) New York-to-Los Angeles nonstop
derby was a bust. Next day found all nine contestants
down and scattered from Pennsylvania to Arizona, and
one far to the north in Wyoming.
After fighting exceptionally bad weather all night and
all day, Art Goebel and Harry Tucker nearly made it. Then
the door of the Lockheed blew off while Harry was pitch¬
ing our gas cans. Art finally decided it would be smart to
come down ar Prescott, Arizona, to check a balky car¬
buretor and make sure of the gas supply. Still game, the
pair continued on to Mines Field with the wind howling
and eddying through the cabin. There they taxied trium¬
Pilors miraculously survived Indiana crash.
phantly up in front of the grandstand—disqualified be¬
cause of their stop, but still the sole entry to complete the
race.
BernarrMacfadden's True Srory didn'r last out the night.
South of Decatur, Indiana, an oil-line break dropped the
pressure to zero, necessitating an immediate forced land¬
ing. Colonel Thaw propped open the cabin door and
dropped out a parachute flare, illuminating a flat ex¬
panse of Hoosierdom. Jack Morris leveled off the Vega to
set down. Just at the crucial moment the flare went out.
Blindly, Jack groped for the ground. In the dark the tail
skid caught on a fence and the Lockheed went somer¬
saulting end over end in a rearing, smashing pile-up. The
engine and wings were torn completely off. Miraculously
the men were somehow thrown clear in a heap to¬
gether, and regained consciousness to the gurgle of gas¬
oline pouring from the ruptured ranks. With dislocations
and a fracture they lay for five hours on the hard, cold
ground, until daylight and their feeble shouts brought
help. Bernarr Macfadden's most expensive “true story"
was a fast write-off, and Colonel William Thaw's bid for
cross-country racing honors ended in a Decatur hospital.
Other On-ro-Los Angeles, transcontinental races of
1928 were operated on a ciry-to-ciry, elapsed-rime basis.
A Lockheed Vega easily won the New York—ro—Califor¬
nia event in its C classification that year. The plane in¬
volved was The Tesrer, which belonged to Erie P.
Halliburton of Duncan, Oklahoma.
A former oil-field truck driver who had invented a new
and better method of cementing deep wells, tough and
Erie P. Halliburron and pilot Dob Cantwell with The Tester. Car is a
Lincoln, with 1928 California tags.
wily Erie Halliburton's growing business rook him all over
rhe Southwest. His original Vega was the fourth Lock¬
heed built and the first to be purchased for private use.
Halliburton became so sold on Lockheed planes and
their potential in business and commercial work that he
started a Lockheed distributorship for his Oklahoma area.
Entering a plane in rhe derby to Los Angeles was there¬
fore good advertising.
The oilman's second Vega, The Tester, was flown by
Halliburton's personal pilot, Robert W Cantwell. Jockey¬
ing rhe bright-yellow Lockheed in the transcontinental
journey was a breeze for Dob Cantwell, an ex-barn¬
stormer from Texas. Competition in his class consisted of
a Fairchild 71 and a Fokker Universal, both good air¬
planes bur no speed packages. Cantwell and The Tester
won each and every lap, clear across rhe continent.
Counting local prizes given out along rhe way, Dob rook
in $6,155, a wristwatch, and a Mexican serape.
Arriving at Mines Field, Cantwell proceeded to show
his work was nor confined to cross-country piloting. The
Oklahoma flyer entered the Unlimited Free-for-AII 50-
Mile Closed-Course Race against favored Art Goebel. The
yellow Tester went flashing around the Mines Field pylons
with the white Yankee in close pursuit. Cantwell's rime
was only 5 seconds faster than Goebel's, bur it was
enough to win. Erie Halliburron and rhe men at Lock¬
heed were rightfully proud of rhe showing their planes
had made in rhe races.
With his boss's blessings, Dob Cantwell was back with
rhe Vega for rhe next year's National Air Races at Cleve¬
land. The ship had been- in use on rhe Oklahoma pro¬
moter's new SAFEway Airlines. Down at rhe outdoor
shops in Tulsa, rhe SAFEway .crew had waxed and pol¬
ished rhe Lockheed to a fare-rhee-well, and added rhe
latest thing: rhe NACA cowl, developed late in 1928,
which put another 12 mph into rhe Wasp-powered yel¬
low racer.
Cantwell's competition was a brother airline pilot "on
vacation" with one of his company's speedy Lockheeds.
Jaunty Roscoe Turner flew in from rhe west with Nevada
Airlines' Sirius, a regulation 5-place Vega with neat tear¬
drop wheel pants in addition to its engine cowl—a con¬
siderable advancement over rhe 80-mph, little Timm
biplane Roscoe had been flying rhe previous year. Turner
and Cantwell fought it out in rhe Civilian Cabin Ship Race.
Even without pants, Dob's ship delivered a couple more
miles than Roscoe could get out of his, and Cantwell
came roaring home a winner.
The elegant Turner bounced back two days later with
an amazing performance in rhe big 50-mile free-for-all,
a 1929 forerunner of rhe famous Thompson Trophy Race
that Roscoe would one day dominate. Compering
against special Army and Navy stripped-down racers,
"America's best-dressed pilot" whipped his Vega around
rhe triangular course with startling speed and verve. Ros¬
coe finished behind Doug Davis's Travel Air Mystery Ship
and an Army P-3A. Dut rhe experience of rhe race wirh
Cantwell helped, and he upped his speed some 13 mph
this time to rake third and nose our rhe Navy entry, a
Curtiss F6C6. The generals and admirals in attendance
looked hard and long at Turner's stock airliner.
The nonstop derby from Los Angeles to Cleveland wirh
its $5,000 prize proved a good drawing card that same
year. There seemed little reason to believe that rhe trip
would be as rigorous as 1928's in the other direction. The
winner was to be decided on an elapsed-rime basis and
could arrive at any rime during rhe ten-day meet.
All four entries in rhe race were Lockheeds. In rhe inter¬
ests of pleasing rhe public, rhe judges decreed that a
nonstop entry must arrive before 6 P.M. of any of rhe race
days. If Roscoe Turner had nor misjudged his rime on this
requirement, his cowled and panted Vega Sirius might
have been in rhe money.
Sandy-haired, boyish Lee Schoenhair, who had wice
previously flown Vegas nonstop to Ohio, piloted rhe
Goodrich Company's Miss Silvertown once again on rhe
long trip to Cleveland. He arrived early in rhe meet, while
wo other dark horses in rhe race remained in Los Ange¬
les.
Roscoe Turner's Vega, Sirius, gers rhe new NACA cowl and a pair of
rhe earliesr teardrop wheel pants.
General Tire & Rubber Company had been Trying for
several weeks ro ger a Lockheed of rheir own ro enrer in
rhe nonsrop derby. Two Vegas, en roure ro Akron on ferry
rrips, had been desrroyed in faral accidenrs. In despera-
rion rhe rire company officials disparched rheir hired pilor,
Henry J. Drown, ro see if marrers could be speeded up.
Serious Brownie Drown was an airmail flyer on leave
from his job wirh Narional Air Transport and had precious
lirrle rime for his racing assignment On rhe way wesr he
mer Lockheed's resr pilor, Herb Fahy, who was languish¬
ing in Kansas afrer an unsuccessful rransconrinenral rec¬
ord arrempr wirh one of rhe company's demonsrrarors,
an Air Express. Ir was rhis plane or norhing. Brownie and
General Tire rook rirle ro rhe Horner-powered, parasol¬
wing ship rhree days afrer rhe races had begun in Cleve¬
land.
Wirh 200 gallons in rhe wings and 050 in rhe fuselage,
rhe hasrily prepared The General Tire was a flying gas
rank. Brownie gor her off from Los Angeles in rhe dark
and was soon flying easrward ar full rhrorrle. The course
he had plorred lay over desolare rerrirory, and rhe firsr
landmark he could identify was Forr Leavenworrh, Kan¬
sas. Fighting fatigue, rhe pilor was kept busy all rhrough
rhe long hours pumping gasoline ro feed rhe hungry
Horner.
Even 550 gallons was nor quire enough. Five miles
from Cleveland Airport rhe engine began ro spurrer, and
rhen cur our entirely. Brownie hunched forward in rhe
open cockpit, warching his air speed and stretching his
glide. He brought rhe big black Air Express straight in,
floating silently down in fronr of rhe grandstand and over
rhe finish line. The crowd cheered rhe mail pilor's our-of-
gas, dead-srick landing and his announced rime of 13
hours and 15 minutes—over half an hour better rhan
Shoenhair's.
The rwo rubber company entries had arrived, bur an¬
other contender remained on rhe Wesr Coast, ready ro
make a bid for rhe race money. Quier, popular John P.
Wood had jusr bought a new Lockheed for his Northern
Airways of Wausau, Wisconsin. A major in rhe Wisconsin
Notional Guard, Johnny Wood was well known as winner
of rhe 1928 Ford Reliability Tour, and had placed in rwo
other rransconrinenral races. Now he was afrer rhe big
one.
Because he intended ro fly his new Vega for passenger
and charter work later on, Major Wood elected ro use
rhe five-gall.on-can method of carrying extra gasoline.
Ward Miller, a young Lockheed mechanic, wenr along
ro handle rhis chore, squeezed in amid rhe gas tins. Com¬
munication wirh rhe pilor ahead was effected by a string
on pulleys ro which clorhespinned notes were arrached.
A missing engine spoiled Wood's and Miller's firsr ar¬
rempr ro fly ro Cleveland and they landed in a bean field
near Willard, New Mexico. Using a borrle of vinegar, a
local Jack-of-all-rrades freed a stuck valve and rhe men
high-railed rheir Vega back ro Los Angeles.
Afrer running in a new engine, rhe racers were ready
for a fresh start. There was jusr enough rime ro reach
Cleveland on Labor Day, rhe last day of rhe races. Taking
off in rhe dark, Wood could see rhe flashes of a severe
electrical srorm far ahead, and pur rhe Vega in a sreep
climb ro ger above ir.
Ar abour 3 a.m., when they were high above rhe dark
and stormy California desert, rhe ship began ro fall off in
a spin, and Major Wood snapped on rhe dash lights ro
 PACING TIME AND SPACE
check his insrrumenrs. Feeling rhe pull of rhe plane and
sensing trouble, Miller insrincriyely unbuckled his safety
belt and unlatched rhe cabin door. He was expecting a
note or sign from Wood to throw out a flare, bur the
signal never came. The last thing rhe mechanic remem¬
bered was a terrific crash that rammed him into the
packed gas cons. His first thought was that they had hit a
mountain.
"When I regained consciousness," wrote Miller later, "I
was falling through space. I remember reaching for the
rip-cord ring and getting a hold on it, bur don't remem¬
ber pulling it as I passed our again. I regained conscious¬
ness again for a minute or so and thought how quiet
and peaceful it was. I passed our again and when I woke
up I was lying out in the desert and the sun was just
coming up."
Miller dazedly wandered in the desert for rhe better
part of two days. He looked for Johnny Wood and the
plane, but found only wooden rib fragments and a wing
rip. Finally he stumbled on a blacktop road, got a ride
into Needles, California, and led rhe continuation of rhe
search by air. It was another thirty-six hours before a small
plane from Phoenix came upon more scattered wreck¬
age, and rhe body of Major Wood. The Vega had appar¬
ently been struck by lightning, which exploded the gas
ranks.
After his providential escape, Ward Miller forsook avia-
rion and went into rhe banking business. In Cleveland,
Brownie Brown soberly accepted rhe derby prize, and
was thankful for his own good fortune.
Still another Lockheed participated in rhe air races that
year, a Whirlwind-powered Vega flown in rhe first wom¬
Henry J. Drown (center) and rhe Air Express whose dead-stick arrival
ar Cleveland was winning time in rhe 1929 NAR.
47
en's air derby from Los Angeles to Cleveland. Its pilot was
a rhirfy-one-year-old former social worker named Amelia
Earharr. She had been carried across the Atlantic as an
air passenger the year before, and was by this rime rhe
world's most famous woman flyer. As with Lindbergh,
publicity attended all her movements, and of course ex¬
tended to rhe aircraft in which she chose to travel.
Air Associates, Inc., Lockheed's distributor for rhe East
Coast, sold her one of their Vega demonstrators to fly in
rhe much-heralded "powder-puff derby" that summer.
Together with Lieutenant Orville Stephens, an Army
pilot on leave, Amelia flew it across rhe country and pur
down at rhe Lockheed factory strip for a routine check
before proceeding to Clover Field in Santa Monica and
the start of rhe women's air race.
After a year of hard knocks around New York City air¬
fields at the hands of a variety of pilots, Miss Earharr's
Vega was nor exactly in rhe best of shape. Amelia herself
called it a "thlrdhand clunk." Lockheed's temporary test
pilot, a stocky little man with a patch over one eye, had
stronger language to describe it. Lockheed prudently de¬
cided to dismantle rhe offending ship, and replace it with
a new demonstrator of their own.
The Earharr Lockheed was rhe biggest and fastest
plane in the women's derby, and the hottest ship Amelia
had ever flown. Carefully she lifted rhe light green Vega
in and out of control fields along the way, with only a
minor ground loop at Yuma, Arizona, to mar the journey.
At each stop Amelia took in stride rhe hoopla that ac¬
companied the progress of rhe petticoat pilots. To her
mind the derby was important in proving her oft-reiter¬
ated statement: "Women can fly just as well as men."
She came in to Cleveland in 22-plus hours, a happy third
behind Louise Thaden's Travel Air and Gladys O'Donnell's
snappy Waco.

NAR director Cliff Henderson greets Amelia Earharr after the first
powder-puff derby. Vega is her second, turned in for the one she
later flew across the Atlantic.
The lirrle pilor wirh rhe eyeporch who had resred Ame¬
lia's "clunk'' ar rhe Lockheed planr in 1929, proved him¬
self among rhe besr in rhe nexr year's Narional Air Races
in Chicago. He was Wiley Posr, a former oil-field rousr-
abour from Oklahoma. Wiley had learned ro fly wirh rhe
insurance paymenrs from rhe occidenr which had cosr
him rhe sighr of his lefr eye. Soon he had sold borh
himself and his services ro Mr. Florence C. Hall, a well-ro-
do parrner in Hall b Briscoe, Inc., dealers in oil-field leases.
As "F. C." 's personal pilor, operaring our of Chickasha,
Oklahoma, Posr rook rhe oilman on borh pleasure and
business rrips.
Enrerprising Mr. Hall's firsr Lockheed was a beauriful
new $20,000 Vega wirh special painr and lerrering. Like
rhe similar planes he larer owned, ir was named in honor
Winnie Mae or rhe beginning of her fame, as an executive trans¬
port for oilman F. C. Hall.
of his daughrer, Winnie Mae. Posr flew rhis ship a few
monrhs and rhen sadly ferried ir back ro Burbank for
resale when rhe Hall b Briscoe inreresrs suffered a busi¬
ness lull. Along wirh rhe airplane, Wiley sold himself ro
Lockheed as an exrra resr pilor. In oddirion, he held a
pioneer airline job in Mexico, being one of less rhan a
hundred licensed flyers in rhar counrry. The firsr Winnie
Mae wenr ro Nevada Airlines and was renamed ro be¬
come Roscoe Turner's racing Sirius.
Wirh an improvemenr in business, F. C. Hall boughr
anorher Vega in rhe spring of 1900, and Posr resumed
his old posirion, wirh permission ro fly rhe second—and
mosr renowned-—Winnie Mae in rhe coming races.
Again for rhe nonsrop derby ro Chicago rhe five enrries
were all Lockheeds. The pilots garhered ar rhe facrory in
Burbank ro check our rheir ships, working wirh good-
narured rivalry ro prepare rhem. Swashbuckling Roscoe
Turner readied his cream-colored Air Express, last year's
Cleveland derby winner, wirh Gilmore, his "man-earing
chipmunk," ried and panring in rhe shade of a wing. Art
Goebel blocked our all bur one window in his Vega (rhe
former firsr Winnie Mae and ex-Sirius') and packed rhe
cabin wirh long-range ranks. Keeping very mum abour
ir, Lee Shoenhair raxied down by rhe railroad embank¬
ment, and secretly doped rhe ranks of Miss Silverrown
wirh a red fluid "called afrer some woman"—which
turned our ro be Ethyl. Everybody's friend Billy Brock af¬
fectionately parted rhe rail of his red-and-cream New
Cincinnari, rhe vereran of his Jacksonville-San Diego rec¬
ord round trip.
"This is all you fellows will see on rhe way ro Chicago,"
he announced cheerfully. Billy planned ro tore Cincinnari
announcer Bob Brown along, ro broadcast from rhe
Vega for rhe Crosley Radio Corporation.
Wiley Posr was rhe only unknown in rhe nonsrop
event, which he proceeded ro win wirh a rime of 9 hours
and 9 minures. In a horse-race finish rhar delighted rhe
crowd, Wiley managed ro nose our Lee Shoenhair, who
had lefr Los Angeles several minures ahead of rhe Win¬
nie Mae. In elapsed rime ir was Posr, Goebel, Shoenhair,
and Brock. Roscoe Turner and Gilmore finished last, bur
didn't mind because they were soon far more "lionized"
by rhe crowd rhan were rhe winners.
Nor evident ro rhe Chicago specrarors was rhe facr rhar
rhe difference in rime berween Posr, rhe winner, and
■ yW 4
•jtyi
Roscoe, in fifrh place, was less than fifty minutes. For a
1,760-mile trip this was certainly a good example of the
long distance reliability of Lockheed airplanes.
A sidelight of the 1930.races was the winning of the
$3,500 Searrle-Chicago derby by John Dlum. Associated
with Northwest Air Service of Seattle, Dlum flew a Whirl¬
wind-powered 5-place Vega, a plane which by that rime
was our of production and considered vastly underpow¬
ered.
The races came back to Cleveland in 1931, where
they were to become an annual affair. The cross-country
event this year was the first Dendix Trophy Race. It dif¬
fered from former transcontinental competition in that
the contestants were allowed stops to refuel en route, if
necessary, and then go on. Nevertheless another contin¬
gent of long-ranging Lockheeds was made ready—bur
without regard for this new provision: their pilots scoffed
at the idea of taking time to stop and refuel.
This year also saw Lockheed's new Orion compering.
This was a fast cabin plane, brought our early in the
season. It mounted the passenger facilities and the cock¬
pit (up front like the Vega's) on a broad, low wing that
housed a fully retractable landing gear. Lockheed defi¬
nitely had the airlines in mind as customers for this stock
plane with racing characteristics. new Orion, and had several little refinements, such as
Of the old gang, only Art Goebel was still trying with extra stabilizer fairings, to add to her speed. Slow-talking,
his special Speed Vega. Harold S. Johnson had one of the fast-flying Beeler Blevins of Georgia had another of the
new Orions to deliver in Chicago to his employers, Con¬ low-winged Orions, the properly of Asa Candler of the
tinental Airways. Known as "the man who looped the Atlanta family who made Coca-Cola.
Ford Trimotor," Harold was a rugged individual. He made Also in the starting lineup were three fleer Alrairs, sam¬
a practice of wringing our any plane he ever flew and ples of the new low-wing, rerracrable-landing-gear job
finding our just whot to expect of it before letting a pas¬ that Lockheed had evolved from the wo-place Sirius.
senger set foot in the aisle. He made no exception of the Captain Ira C. Eaker was flying an Army Air Corps com¬
mand transport Altair with civilian registration. A hand¬
The five nonsrop racers in 1930 all flew Lockheeds, and clocked in some New York City stockbroker named James Goodwin
(left to right) Arr Goebel, second; Roscoe Turner and Gilmore, fifth; Hall had a big yellow-and-black one he'd named The
Lee Shoenhoir, third; Wiley Post, first; and Billy Brock, fourth.
Crusader,- the shield painted on its side was left blank,
since the crusade was temporarily kept quiet. And then
there was lanky Lou Reichers, pilot for the irrepressible
Bernarr Macfadden. The aviation-bugged publisher was
back with another entry, a 625-hp Cyclone-powered Al-
rair with a gorgeous paint job of jet black with gold leaf.
The new mulrisrop proviso tripped up this formidable
array of talent and Lockheeds. Streaking to Cleveland in
a tiny Laird biplane named Super Solution, Shell Petrole¬
um's demon Jimmy Doolittle bear them all. Blevins, who
took off just before the famous ex-Army major did, said
that the little Laird overtook and passed his Orion over
the Mojave Desert.
"Ah thought ah was flyin' backwahd," drawled Beeler.
Blasting along the 2,046-mile airway to Cleveland,
Doolittle and his racer made two stops and still reached
if
W ;4 the races in 9 hours and 10 minutes. Johnson's Orion
ypt m ■. .4 rook over an hour longer, followed by Blevins, Eaker,
50 REVOLUTION IN THE SKY

Goebel's Vega has long-range gas ranks for racing. Arr Goebel, who gor fifrh-place money in 1931 Dendix.

Firsr Dendix Race also broughr our (sranding lefr ro righr) Lou Reich-
ers, Jimmy Doolirrle, Jim Hall, Deeler Dlevins behind (lefr ro righr)
Ira Eaker, Walrer Hunrer, Harold Johnson.
 PACING TIME AND SPACE 51

t.
i <> Ad ’ S'
ttt % i
Cross-continent hop was showcase for rhe new Airair, first to have open field for slower entries to cop some ready prize
wheels ruck in flush to rhe wing surface.
money. Roy O. Hunt flew an Orion in the 1935 Bendix.
Named Sheridan, rhe plane belonged to Wiley Post's old
friend and backer, F. C. Hall. It was 64-mph slower than
Goebel, and Hall. "Hard-luck Lou" Reichers, never nored
rhe fiashy racers that won, bur Roy nevertheless took
for his navigarion, "missed a few switches" of rhe railroad
fourth place and pocketed $1,000. The same year Ame¬
tracks he was following, and came down our of gas at
lia Earharr, just poking along in her "little red bus," picked
Beatrice, Nebraska.
up $500 expense money for fifth.
Knocked our of competition by a rash of racing planes
Much the same thing happened at rhe 1936 National
that were little more than flying engines, rhe long-range,
Air Races, in Los Angeles Sponsor Vincent Bendix offered
stock transport Lockheeds were withdrawn. During rhe
an extra $2,500 to rhe fastest woman pilot completing
next two years' NAR, they were conspicuous by their ab¬
rhe full transcontinental trip. When all the special and
sence.
high-speed racers either were nonstarters or cracked up
Later on there was an occasional Lockheed entry as a
en route, the stock planes—and the women—took over.
sporting gesture by a pilot or owner who was going to
With a predawn takeoff from Floyd Bennett Field in
rhe races anyway. There was always a possibility that rhe
Brooklyn, perky little Laura Ingalls roared wesiward to
favorites might be withdrawn or forced our, leaving an
disappear into the night. The Long Island girl piloted her
new, gleaming black Lockheed Orion. Flying alone, as
Amelia's little red bus was up against speed packages but still always, Miss Ingalls crossed the continent in 15 hours and
came in fifth (5heridan behind rail fin). 59 minutes. She placed second to a stock Beechcraft
Laura Ingalls In her Auro-da-Fe helps ro make Ir Ladies' Day ar the
1936 NAR with second place.
C-17P flown by Louise Thaden and Blanche Noyes. Ben-
dix and rhe race commirree were borh surprised and
humble when rhe rhree girls who had supposedly flown
"just for rhe ride" come Trooping up ro rhe grandsrand
for rhe rrophies and rop money.
The Lockheeds were nor quire finished as Bendix Tro¬
phy conrenders. In 1938 on aeronaurical Jack-of-all-
rrades named A. Paul Manrz caughr rhe racing bug. The
famous movie srunr flyer had several ships in his Burbank
hangar, bur norhing in rhe long-disrance flying caregory.
He did know an example of Lockheed sramina, how¬
ever, as a resulr of preparing Amelia Earharr's Transpacific
Vega in 1934. And, rhanks ro rhe vagaries of morion
picrure work and charter service, Paul had long ago
learned ro see porenrial in planes rhar orhers had wrirren
off as useless. Back in Sr. Louis was a seven-year-old,
cracked-up airplane, rhe one and only Lockheed Orion
ro be builr wirh a meral fuselage. The ship had begun
Paul Manrz's converted racer—rhe sole meral-fuselage Orion ever
builr—has rugged new Cyclone ro bring ir in third in rhe 1938 and
1939 Dendix Trophy Races. IPs the only Lockheed Orion srill existing
today.
exisrence as an Alrair and rhen been converted ro be¬
come Jimmy Doolirrle's Shellighrning. Manrz boughr rhe
damaged Orion and had ir complerely rebuilt, wirh a
powerful Wrighr Cyclone engine ro haul ir. Various lirrle
streamlining touches added ro her speed.
In borh 1938 and 1939 rhe California pilor flew rhe
revamped Orion in rhe Bendix Trophy Pace. Using rhe
upper alrirudes and rhe grearer 750 hp of his super¬
charged engine, Manrz busrled off ro Cleveland and
rwice pulled down rhird place. The firsryear he was con¬
siderably slowed by encountering a high-flying hawk.
The bird tore a hole in rhe fronr of rhe Orion's wooden
wing and lodged in rhe trailing edge, giving Paul some
anxious moments. In 1939 he recorded an average
speed of almost 235 mph and reached Cleveland in 8
hours and 41 minures. Ir was good practice for rhe post¬
war Bendix Paces, which Manrz, flying a converted P-51
Mustang, was ro win rhree years in a row.
When rhe California speed merchanr retired his bril-
lianr-red Orion ro don barrledress as an Army colonel, rhe
single-engine Lockheeds had won and placed in Na¬
tional Air Paces comperirion for over a decade.
"Who knows?" mused a Lockheed engineer recenrly;
"if somebody could have figured our a back-ro-back Twin
Wasp installation, and been brave or foolish enough ro
fly ir, they might have got 500 miles an hour and bear
everything!"
 7
SRVNNING
TOE NORTH
ATLANTIC
T he aviorion world was aroused by rhe successful
Lindbergh, Chamberlin, Byrd, and Brock-Schlee
flighrs across rhe Arlanric in 1927. Soon all over
rhe narion ir was a rare hangar rhar did nor shel¬
ter ar leasr one budding transatlantic flyer. The
prestige and supposed riches awaiting at the other end
of rhe Great Circle rainbow to Europe were difficult to
ignore. Veteran pilots, nonpilors, and plain publicity-
seekers all succumbed to rhe lure. Destinations and
avowed purposes varied, bur rhe general idea was to get
there, make a "first" or record'of some sort, and return
home to fame and acclaim.
In a rash of such transoceanic flight attempts, the par¬
ticipants ignored rhe fact rhar rhe North Atlantic is wide,
cold, and unforgiving of mistakes. For a while, as many
ocean-hoppers met with failure and death as with suc¬
53
cess. There were ill-advised and downright foolish efforts
which had little hope of being carried to completion. But
among them were well-planned and well-equipped at¬
tempts with a reasonable chance of gerring across.
Such a venrure was launched early in 1901 by Miss
Ruth Rowland Nichols and Colonel Clarence D. Chamber¬
lin, with the blessings and rhe aircraft of rhe Crosley Radio
Corporation of Cincinnati, Ohio. Ruth Nichols was thirty
years old, and had an overwhelming urge to fly. Blue¬
eyed and brown-haired, her gracious manner recalled
her quiet Quaker upbringing in a well-to-do Rye, New
York, family. Her background was a far cry from rhe
rough-and-tumble world of flying which she had deter-
Reichers (lefr) and Macfodden with rhe gold-leaf Alrair rhar, as Miss
Liberty, almosr reached ro coasr of Ireland.
Ruth Nichols wirh Akira, readied by Clarence Chamberlin for her minedly chosen os a career.
rransarlanric try in 1931, and (below) end of rhe flight near the Already a governmenr-licensed pilor, and a vereran of
runway at 5r. John, New Brunswick
air fours and races, Miss Nichols was casually asked by
Clarence Chamberlin ro fly one of rhe airplanes he had
designed. Ir was rhe srarr of a long associarion. The rhin,
quixotic Chamberlin, famed for his Arlanric flight ro Ger¬
many in 1927, was by rhis rime engaged in a complex
round of aviation interests including design, manufac¬
ture, and charter flying our of Jersey City, New Jersey.
Soon he had Rurh Nichols under his wing, and became
her friend and most trusted technical advisor. Together
they plotted a course of action calculated ro put her
across rhe ocean in Paris as rhe first of her sex ro fly rhe
Arlanric alone.
in endless confabs, Chamberlin and Miss Nichols con¬
cluded that an airplane wirh speed was a prime requisite
for an Atlantic flight ro be tried by a woman. It would cur
down on both rhe hours of endurance required of rhe
engine, and of rhe pilot herself. The fast Lockheed Vega,
with its long cruising range, was their first choice.
The $20,000 price tag on a new Vega was far beyond
the income of Miss Nichols, and Colonel Chamberlin's
enterprises were never noted for producing more than a
precarious living. In rhe name of sweet publicity for his
radios, Ruth charmed Powel Crosley into rhe loan of his
New Cincinnori, rhe homemade Lockheed with which
Brock and Schlee had been breaking transcontinental
records.
The speedy ship was rhe hottest thing that Ruth had
ever touched, and she thought at first that rhe super¬
charged Wasp beyond her toes was going ro pull itself
right out of rhe motor mount. Soon she became familiar
wirh rhe gleaming array of knobs and needles on the
instrument panel, and knew how ro manipulate both
 SPANNING THE NORTH ATLANTIC
More trouble for Ruth: fire at Louisville purs Akira our of rhe Atlantic
running once again.
srabilizer pump and rhrorrle wirh one hand, while guid¬
ing rhe red-and-cream Vega ro a landing wirh rhe orher.
Srep by srep Colonel Chamberlin insrilled confidence
in his proregee and guided her in a progression of rrans-
conrinenral, alrirude, and speed flighrs rhar broke all pre¬
vious records made by women. Ar lasr Crosley gave Rurh
permission ro fly rhe ocean wirh his plane.
Chamberlin and his work crew blocked our rhe win¬
dows of rhe Vega, pur exrra fuel ranks in rhe cabin, and
insralled a new arrificial horizon and a direcrional gyro,
plus rhe second Hamilron-Srandard conrrollable-pirch pro¬
peller ever made. Wirh rhis rhe pilor could change from
a fasr, biring pirch in rakeoff ro rhe normal one besr
suired for cruising. Resplendent in a new whire-and-gold
painr job, rhe Lockheed also had a new name: Akira, a
Sourh Da kora Indian word meaning "ro explore."
Afrer weeks of prepararion and wairing for favorable
wearher reporrs, Rurh Nichols was ar lasr ready ro fly rhe
Arlanric. Her plan was ro jump off for Paris from rhe
gravel airsrrip ar Harbour Grace, Newfoundland. Rurh
and Akira lefr Floyd Dennerr Field, Brooklyn, on June 22,
1931, wirh a planned inrermediare fuel srop ar eirher
Porrland, Maine, or Sr. John, New Brunswick. Unforru-
narely, Miss Nichols chose Sr. John, a field she knew only
by hearsay. Hacked our of surrounding wooded hills and
cliffs, rhe New Brunswick sropover was far roo small for
rhe fasr Lockheed.
Miss Nichols slid rhe shiny whire monoplane in over rhe
rrees and lined up for a landing wirh rhe serring sun a
fiery glare in her eyes. Halfway down rhe runway rhe
dazzle was abruprly eclipsed by rhe shadow of a high,
55
wooded embankmenr dead ahead. Wirhour a chance
of sropping, Rurh gave rhe ship rhe gun and rhe Vega
sraggered up, clearing rhe cliff by inches, only ro carch in
rhe rreerops and crash beyond. The moror doubled
under and rhe cockpir bursr wide open jusr ahead of rhe
pilor's sear. Mechanically she cur rhe swirch. Gas poured
down rhe sides of rhe plane and hor oil boiled from rhe
rorn rank below her. Rurh crawled painfully our and
along rhe wing, while an unfeeling news phorographer
snapped picrures and made no efforr ro help. By a mira¬
cle There was no fire, and genrle hands soon lifred rhe
girl down from rhe wrecked plane.
Two days larer, while Rurh Nichols lay in rhe Sr. John
hospiral wirh five broken verrebrae, Wiley Posr and Har¬
old Garry made rhe Arlanric leg of rheir world flighr, and
rhe famous Winnie Mae became rhe firsr Lockheed air¬
plane ro span an ocean.
Colonel Chamberlin shipped rhe broken Crosley Vega
back ro Jersey Ciry, and wirh insurance paymenrs rhe
plane was rebuilr ro carry Miss Nichols for a new assaulr
on rhe Arlanric. To prove rhar she could go rhe disrance
even Though srill wearing a sreel corser because of her
injury, Rurh flew Akira 1,977 miles nonsrop from Oak¬
land, California, ro Louisville, Kenrucky, on Ocrober 23,
1931. Nexr day bad luck srruck again: rhe ship caughr
fire while being raxied. The girl escaped unscarhed rhis
rime, bur rhe Vega was reduced ro a charred hulk. By
rhe rime rhe never-give-up ream of Nichols and Cham¬
berlin had rebuilr and readied rhe Lockheed a rhird rime,
rhe North Arlanric honors were snatched away by an¬
other woman, flying anorher Lockheed Vega.
The conquering lady was, of course, Ruth's friend Ame¬
lia Earharr. Ir had been four years since her Arlanric flighr
as a passenger in rhe Fokker seaplane Friendship in
56 REVOLUTION IN THE SKY
1928. The slim, rousle-hoired woman, now rhe wife of
New York publisher George Palmer Purnam, hod never
been able ro feel rhar she hod rightfully earned all her
acclaim. WilmerSrulz had done all rhe piloting rhar rime,
she insisted over and over, and she had been "just a sack
of potatoes.” Since rhen, however, Amelia hod gained
all kinds of flying experience in a grear variety of
weather, and piled up hundreds of hours on a number
of types of aircraft. One day in rhe winter of 1901 she
simply turned ro her husband over rhe breakfast table
and asked him:
"Would you mind if I flew the Atlantic?"
Putnam never batted an eyelash. "Of course I don't
mind," he replied; and with full confidence added, “I
think it's an excellent idea."
Although she hadn't flown it a great deal, Amelia al¬
ready owned an airplane ideally suited ro rhe venture—
her red-and-gold Lockheed Vega. Occasionally she flew
it in her work of publicizing aviation and air travel. On a
speaking engagement in September 1930, there'd been
an accident while making a routine landing at rhe Nor¬
folk Naval Air Station in Virginia. Coming in on rhe grass
field, Amelia hauled bock on rhe stick to keep rhe roil
down.
Suddenly rhe triangular door behind her flew open.
She rumbled half into rhe cabin and, struggling ro re¬
cover control, clamped down on rhe brakes. The Vega
went up and over in slow morion to smash on its back.
Amelia and a passenger were pretty well shaken up.
She shipped rhe Lockheed for repairs ro Detroit Aircraft,
where it was given a new fuselage taken from one of
their demonstrators. When it was returned to her, Miss
Earhort promptly leased rhe plane to rhe Ludingron Lines
for passenger service between Washington and Norfolk.
Ludington's air travelers had no inkling that rhe 6-passen¬
ger airliner rhar whisked them down for a holiday on rhe
Virginia beaches would soon be part of a flight across
rhe Atlantic.
Amelia Earhart announced her forthcoming trip ro only
a trusted circle of friends. In answer to "Why?" she simply
replied: "Lor rhe fun of it," or "Because I want to." The
grooming of the Lockheed was put in the charge of rhe
famed Bernr Balchen, rhe husky, laconic Norwegian-
American Arctic explorer who had gone with Byrd on on
Atlantic flight of 1927.
Jusr as Clarence Chamberlin had done for Ruth Nichols,
so Bernr Balchen readied Amelia's Vega and gave her
rhe benefit of his own transatlantic flying experience.
Balchen was soon to accompany Lincoln Ellsworth on an
Antarctic expedition, so he was able to prepare the ship
with none of the fanfare he would have elicited had it
been known that rhe red monoplane wos to be piloted
by Miss Earhort herself. At Teterboro Airport in New Jersey
rhe Arctic flyer and his men beefed up rhe Vega's fuse¬
lage, installed a new fuel system and extra ranks for a
total capacity of 420 gallons, and pur in a brand-new
supercharged Pratt & Whitney Wasp engine.
The flight was under way before rhe public was aware
rhar it had even been planned. Bernr flew rhe Vega to
Harbour Grace, with mechanic Eddie Gorski in rhe cabin
aft of rhe gas tanks, and Amelia catnapping on her
rolled-up leather flying suit.
The predictions looked good for a flight to Europe the
next day, May 20, 1902, and Amelia got off in rhe eve¬
ning. She still had two hours when rhe glow of the setting
sun could be seen—if she looked back, which she didn't.
She flew high at 12,000 feet and, after four hours,
headed straight into a black mass of clouds and storms.
A weld on rhe engine's exhausr manifold began ro burn
through. Far worse, rhe altimeter quit.
Seeking ro evade rhe storm, Amelia climbed above it,
only to find ice piling on rhe Vega's stout wings and slush
obscuring vision through rhe windshield. Carefully she
groped down again, until rhe whirecaps of the turbulent
waves below were visible in rhe darkness. If it had been
a calm sea, she could easily have gone right into it, since
she had no means of guaging her flight height with her
altimeter gone.
Amelia flew on blind, between altitudes where ice
formed and where she thought rhe ocean ro be. She set
her faith in her compasses, particularly rhe directional
gyro, then rhe best blind-flying instrument available. Oc¬
casionally she sipped tomato juice, her only ration.
With the coming of dawn the clouds separated, and
Amelia could see water again. There was also a long,
dark shape far ahead that looked suspiciously like land.
Crowd in rhe Irish cow pasture doesn't agree that Miss Earharr's feat
had "added nothing to aviation."
Wirh rhe exhaust vibrating and no altimeter readings
possible, rhe prudent young flyer decided to come down
—-just as soon as an airport or suitable landing spot could
be found.
The moss on rhe horizon proved to be Northern Ire¬
land. Soon Amelia was circling rhe green fields of Lon¬
donderry, searching for one nor dotted with cattle or
sheep. She touched the Vega gently down in a pasture
near Culmore, 15 hours ond 18 minutes our of Harbour
Groce, and become rhe first woman to fly the Atlantic
olone.
Former Pot Gallagher rook her to a telephone five
miles down the rood. "I did it!" Amelia happily told her
husband in New York.
There were still over o hundred gallons of gasoline in
rhe tanks of rhe Lockheed, on which the Irish officials
dutifully collected an import tax.
Forthright Amelia Earharr Putnam minced no words in
her subsequent interviews: "This trip," she soid, "was sim¬
ply o personal gesture. Thor all-roo-appropriare appella¬
tion 'a sock of potatoes,' probably os much os any other
single factor, inspired me to try going it olone.''
Always rhe feminist, she continued: "My flight hos
added nothing to aviation, bur I hope has meant some¬
thing to women in aviation. If it has, I shall feel it was
justified; bur I can't claim anything else."
America was proud of Amelia's condor. She was no
longer a self-styled "phony heroine," bur a great woman
flyer.
Amelia Earharr was rhe first person, man or woman,
to fly a Lockheed airplane alone across rhe Atlantic
Ocean, bur a week earlier, o newer, faster Lockheed
wirh o lone mole almost bear her to it. The man was
Louis T. Reichers, flying rhe gorgeous Alrair owned by
publisher Bernarr Macfadden. Tall, thin Lou Reichers was
on ex-Army flyer, barnstormer, and pilot-for-hire. His gog¬
gled visage and little block mustache were a familiar
sight around rhe flying fields on rhe East coast, particularly
in his native New Jersey.
It was Reichers, who taught Macfadden (after a long,
hard struggle) to fly: rhe mercurial physical culturist ob¬
tained his license or rhe age of sixty-two in 1901. No
matter what his competition and his associates thought
about his egotism and ethics, they hod to admit grudg¬
ingly that Bernarr Macfadden's love of all phases of avia¬
tion was sincere. The enthusiastic purchaser of many fine
airplanes, rhe publisher hod bought his Alrair os rhe lost
of five Lockheeds (including two Vegas, on Air Express,
and a Sirius) that he owned at one rime or another. The
Alrair was a black plane wirh on unusual top surface of
gold leaf, ond the $02,000 it cost Macfadden could
nearly hove bought rhe entire Lockheed company or rhe
rime. Originally named The Gold Eagle, this ship is re¬
membered by older factory employees os "the most
beautiful Lockheed ever built." The gold leaf was ap¬
plied in individual small squares, potted on by hundreds
of cosmetic powder puffs bought ond used just for this
purpose. With a 625-hp Wright Cyclone engine the ship
was o bit thirsty on gas, but great for speed.
To provide publicity for Macfadden, Lou Reichers pro¬
ceeded to moke a number of intercity record flights, os
well os regularly showing up or air races and airport
dedications. Lou was like so many pilots of rhe rime in
dreaming of transatlantic flight, and he found his visions
to be in rhe realm of possibility when at the controls of
50 REVOLUTION IN THE SKY
The Gold Eagle. Knowing rhor his food-foddisr boss was
nourished by publicity fully as much os by row carrots,
Reichers sounded our Macfadden on the subject.
The plan was to moke a fast flight to Paris, refueling
en route at Harbour Groce and at Dublin. The 2,05CTmile
Atlantic leg would be made in complete daylight, the
first rime that this was projected. Lou told the publisher
that, with such a flight, he might even get his name in
the Hearsr newspapers, a possibility mighty appealing to
Macfadden.
Perhaps with the fate of the early Pacific racer Golden
Eagle in mind—but more likely to bolster the sagging
circulation of Liberty magazine—the ship was renamed.
In an Atlantic City ceremony that would gladden any
public-relations man's heart, Governor A. Harry Moore of
New Jersey rechristened the ship Miss Liberty, to the noise
of popping flash powders and whirling newsreel cam¬
eras.
Officially disassociated from Macfadden Publications
because of insurance problems, Reichers extracted a
promise from "B. M." of a $10,000 bonus if he could cut
Lindbergh's time to Paris in half, or better.
"What about navigation, Lou?” Macfadden asked. "No
railroads our there to follow.''
The pilot assured his backer that he'd get the best
weather forecasts and use dead reckoning on his course.
As to the possibility of failure, he shrugged: "I'll be un¬
happy, and you'll lose an airplane."
It was up to Lou to install extra ranks in the Alrair, and
make arrangements to have them filled to their total
capacity of 465 gallons. One rank even occupied the
rear sear, thereby quashing the rumors that Macfadden
planned to go along himself. To give the adventure an
authentic ring, it was announced that the trip was "in
the nature of a survey flight to determine the feasibility
of a transatlantic merchandise and messenger service."
The eager pilot hod a rough rime keeping a straight face
when this bit of nonsense was broadcast.
Of all days, the weather picture looked bright for Lou
Reichers on Friday, May 13, 1932. Despite the wails of
Macfadden's publicity boys, he left Newark Airport shortly
after midnight, and reached Harbour Grace in a little
over six hours. There he had to unload his jacket, which
superstitious well-wishers had stuffed full to bursting at
the last minute with good-luck charms.
In landing on the barren hilltop's dirt strip, the Alrair
kicked up a rock that lodged in the horizontal srabilizer.
Lou spent an extra hour patching the hole with glue and
sailcloth donated by local fishermen. Then he was off
down the 4,000-foot runway, and airborne for Dublin.
The midnight start and the furious pace he was setting
began to tell on Reichers, who was in an unheared cock¬
pit and flying at 15,000 feet. Boring along through cloud
peaks, he shivered continuously and uncontrollably, and
rationed himself to a big swallow of hot coffee every half
hour. He scarcely realized that he was suffering from
oxygen depletion, and at last dreamily decided that it
would be best to drop to a lower altitude.
The sun was beginning to set when Reichers brought
Miss Liberty down through the gray clouds and tried to fly
for a while in sight of the wafer. According to his calcu¬
lations land should be in sight. Skimming his black-and-
gold craft barely thirty feet above the whirecaps, Lou
kept on for fifteen minutes, and then another ten. Sud¬
denly there were rocks jutting up—ugly black ones flash¬
ing by right under the left wing. Startled and scared, the
pilot pur his ship into a steep climbing turn.
Lou wanted to find the Irish coast, bur had no wish to
barge into it full tilt. A rainstorm brought visibility down
to nearly zero. With only an hour's gas, the would-be
Atlantic speedster cursed himself for ever getting into
such a mess. Sweating now, he climbed higher, search¬
ing for o hole in the cloudbank. When he found one, he
was over water again. Lou looked for land, rocks, any¬
thing. Then, far off to the north, lights twinkled in the
gloom.
It was a passenger liner, and Miss Liberty was soon
circling over it. In the rain and dark Lou couldn't tell much
about her, except that she represented help at hand, and
he'd better make use of it. He was lost now, and he
knew it: his gauges showed only twenty minutes left to
keep flying.
Since the Lockheed was made of wood and nearly
empty ranks would provide buoyancy, Lou still had hopes
of getting out of the deal alive. Three rimes he made
passes low along the dark water, blinking his lights in SOS
signals while he flashed past the vessel. Sure that his
presence had been announced, he slid the Alrair toward
the sea alonsgide the big ship. The rail touched, and she
skittered on the water like a skipped stone. Yanking the
throttle and tugging on the stick, Lou tried to peer ahead.
The heavy nose of the low-winged plane plunged under
the next wave and brought up short. With no rime to pull
in his head, the pilot's face smashed hard against the
windshield and he was knocked cold.
It was half on hour before Reichers regained conscious¬
ness, ears ringing, head aching, and face bloody. Nose
down and rail high, Miss Liberty floated on her broad
wing, pitching, bobbing, sliding in the trough of the
waves. The downed pilot could see nothing and felt
abandoned until a searchlight stabbed out of the dark to
bathe him in its brilliance. The ship was back to get him,
and soon the creaking of oars announced the arrival of
a lifeboat. In the heaving seas the boar would alternately
tower above the plane, and then seem to sink far below
it. Slowly the officer in charge maneuvered in close, and
came within two feet of the cockpit where Lou was
standing groggily. Beside them the flapping rail threat¬
ened at any moment to crunch down on the gunwales
of the lifeboat.
 SPANNING THE NORTH ATLANTIC
"Jump! Goddammit, jump!" yelled rhe officer. "We
con'r hold here oil nighr!"
Reichers jumped and wos caughr. Soon rhe liner
loomed over rhe lifeboar, and in a few more minures he
was under sedarion in rhe ship's hospiral boy.
The Arlanric flyer could nor have chosen a berrer ship
ro come down alongside. She was rhe 5.5. President
Roosevelt, less rhan rwo hours our of Cobh, Ireland, and
bound for New York. Caprain of rhe vessel was George
Fried and her Chief Officer was Harry Manning, who was
in charge of rhe lifeboar,- borh were vererans of orher
dramaric rescues in rhe Norrh Arlanric.
"Son," said rhe ruddy-faced caprain ro Lou, "ir's going
ro rake seven days ro ger you back ro where you lefr
yesrerday."
Reichers had been plucked from rhe sea sevenreen
miles sourh of Kinsale Harbour in County Cork. He had
apparently been unknowingly skirting rhe Irish coast for
ar least sixry miles.
Lucky Lou gor our of rhe adventure with only a broken
nose. Macfadden mer rhe President Roosevelt ar rhe pier
in New York and rold rhe assembled press rhar, under
rhe circumstances, his pilot had exercised fine judgment.
A good sport over rhe loss of rhe beautiful Alrair, his
greatest joy was rhar his archenemies, rhe Hearsr papers,
carried Caprain Fried's full report of rhe rescue of Reich¬
ers. They failed ro menrion rhe publisher's name, bur
they did print rhe words Miss Liberty, and rhis was
enough ro delight Macfadden.
Lou Reichers was right about rhe flooring qualiries of
rhe wooden Lockheed. Two days after her ditching, rhe
derelicr was sighted srill afloar abour rhirry miles our in
rhe Arlanric off Fasrner Lighr. The sun gleaming on rhe
gold leaf arrracred rhe Swedish steamer Crown Prince
Olaf ro rhe scene. Her crew spenr half an hour trying ro
salvage rhe waterlogged plane, bur finally lefr Miss Lib¬
erty ro be slowly swallowed by rhe sea.
Previous ro rhe journeys of Reichers and Amelia Ear-
harr, one of rhe most unusual rransarlanric flights on rec¬
ord rook place in rhe summer of 1931. The rrip irself was
comparatively uneventful, bur rhe circumstances sur¬
rounding irs conception and execution ranged from pol-
ircal intrigue ro comic opera.
Afrer World War I, rhe defeated Austro-Hungarian em¬
pire was dissolved and Hungary irself dismembered.
Under rhe Treary of Trianon rhe lirrle country losr 71 per¬
cent of irs rerrirory and '63 percent of irs population,
emerging as a ghosr of irs former grearness, and con-
rained in a flat, defenseless- central plain. Hungarians
were uproored and separated from ancestral homes and
land, with many coming ro America.
Though good citizens, rhe deeply patriotic and reli¬
gious Hungarian-Americans hod a common cause in pro¬
testing rhe Treary of Trianon, and ar garherings ir was
always a prime ropic of conversation. Many people
59
talked, bur one young man felr strongly enough ro
dream of a novel protest. He was Sandor Wjlczek, berrer
known by his adopted name, Alexander Magyar.
Magyar came from rhe riny village of Baraszek, and
had been a pilot for rhe Hungarian Air Force during rhe
dosing days of rhe war. Wirh his home disrupted as a
result of rhe hared treary, he came alone ro America in
rhe early 1920s and found work in Windsor, Ontario.
Doggedly, Sandor clung ro his love of flying, bur ir was
difficult for an alien ro find real work, particularly when
local pilots were living from hand ro mourh. Nevertheless
rhe Hungarian, wirh 4,000 hours, managed ro line up an
occasional srudenr ro reach, and a charter job now and
then when he could afford ro rent an airplane. Coaxing
a bartered Canuck our of some Canadian pasture, his
mind kept going back ro his great idea.
Transatlantic flights were rhe big news of rhe day. They
had been undertaken in rhe name of goodwill, in rhe
needs of big-rime advertising, and purely for fame and
forrune. Why nor, reasoned Magyar, make a flight as a
grear gesture ro focus attention on rhe wrongs rhar had
been done ro Hungary?
Often jobless and usually nearly broke, rhe young flyer
lived wirh Dr. William Molnar, a Windsor clergyman. One
evening he broached his plan to rhe good doctor, who
advised seeking inspiration from the Bible. Using rhe
rime-honored device of opening rhe Book at random,
rhe minisrer's finger pointed ro rhe words: "These things
ye shall do." Ir was sign enough for Alexander Magyar.
Immediately he ser abour making his idea a reality.
Starring wirh rhe neighborhood Hungarian-Canadian
social clubs, Sandor earnestly outlined his grand scheme
and asked for modesr donations ro ser ir in morion. Soon
rhe rail, hawk-faced flyer wirh rhe eloquent brown eyes
was making impassioned pleas ar bigger garherings
across rhe river—which is also rhe Canada-U.S. border—
in Derroir. The idea was broughr ro rhe arrenrion of Mon¬
signor Elemer Eordogh of Toledo, head of rhe Hungarian-
American Clerical Society, and Franz Prarringer, editor of
rhe Detroit Hungarian-language newspaper. Borh en¬
dorsed it; and the word spread nationwide.
In England rhe obscure Hungarian flyer found an un¬
expected ally in Lord Rorhermore, owner of the London
Doily Moil. Because of his interest in rhe plight of rhe lirrle
nation and his editorials in regard ro rhe Trianon division,
rhe British viscount was sometimes called "rhe un¬
crowned king of Hungary." Rorhermere joined forces
wirh rhe Canadian-American movement by offering
$10,000 ro rhe first pilor ro succeed in a nonstop flight
from rhe Norrh American continent ro Budapesr.
The biggest windfall came from Emil Salay, owner of
a large sausage factory in Flint, Michigan. The fifry-eighr-
year-old meat packer had promised his farher, formerly
a cavalry officer, rhar someday he would "do something
for Hungary." This was his chance, and he pur up
60 REVOLUTION IN THE SKY

$22,000 roward purchase of a suirable airplane wirh In order ro meer exrra expenses, and ro give rhe aver¬
which ro make rhe flighr. age Hungarian-American a sense of parriciparion in rhe
By rhis rime a sizable commirree, composed of clerics much-publicized journey, Thousands of posrcards were
and businessmen, had been formally organized in De- prepared and sold ar a dollar apiece, ro be carried on
rroir, and was benr on promoring rhe Hungarian-Ameri- rhe Jusrice for Hungary ro relarives and friends in rhe old
can Ocean Flighr. The original plans called for a nonsrop counrry. Ir was nor unusual ro find Magyar and Endres
Derroir-ro-Budapesr jaunr, wirh refueling in rhe air over Themselves hard ar work selling cards ar chariry bazaars
Newfoundland. To make rhe Trip, rhe commirree se- and srreer fairs in rhe Derroir area. During rhe winrer,
lecred a Derroir-Lockheed Sirius, a sisrer ship of Colonel ownership of rhe Lockheed passed ro rhe man who had
Lindbergh's famous rransconrinenral record-breaker. rhe grearesr invesrmenr in ir—Emil Salay, rhe mear
There was no quesrion of a name for rhe ship: ir was ro packer.
be called Justice for Hungary. Wirh rhe 1931 Arlanric flying season, Magyar and
In rhe shuffle ro fill rhe cockpirs of rhe 2-place, low- Endres were ready ro go. Caprain Endres was senior in
wing Lockheed, rhe commirree almosr ignored Alex¬ age and rank, so he occupied rhe fronr pilor's cockpir,
ander Magyar, who had rhoughr up rhe flighr ro begin
wirh. For a while ir didn'r look as if he was going, and
firsr reporrs announced rhe crew as Colonel Eugene Cza-
pary and Caprain Srephen Grosschmid. Then Alexander's
friends gor him back on rhe inside Track.
Magyar was srill a lieurenanrin rhe Hungarian Air Corps
Reserve, and so suggesred having as his copilor his old
friend and flying insrrucror, Caprain George Endres. A na-
rive of Perjamos, Hungary, rhe rhirty-four-year-old Endres
had been decorared many rimes during rhe war, bur was
besr known for a daring escape from a Siberian prison
camp back ro his own lines via Sweden. His family had
serried in Cincinnari, Ohio, before rhe war, and George
was rhe only member ro remain in Hungary. When rhe
invirarion ro parricipare in rhe polirically inspired flighr
came from America, Endres was quick ro accepr.
Magyar and Endres wenr ro California ro rake delivery
of rhe new Sirius in Augusr 1930. Ir was black, wirh whire
Trim and red wings, and rhe colorful Hungarian coar of
arms was emblazoned on rhe verrical fin above rhe Lock¬
heed Trademark. Borh pilors needed considerable famil-
iorizarion wirh rhe ship, and Magyar even rook a
refresher course in navigarion and rhe flying of larger
planes ar Parks Air College in Easr Sr. Louis, Illinois. Soon
rhe Seprember srorms commenced on rhe Norrh Alranric
air lanes, and ir was roo lore ro risk rhe long over-warer
flighr.

Jusrice for Hungary' (below), with Magyar (left) and Endres, had a
special mission.
 FROM:
Felaclo:
f*% •
'THE 'Hungarian American Oc^an- $ tX
a\
flightemphasizes the injustice
done to 'Hungary by the Tria
e Treaty.
3W £$! §p| y
AZ Amerikai Magyar Ocea'i
-^Srepi^fes a vilag figyelmet i
Mfe^rfirszag ellen Trianonban
e lji <5Hv%t e 11 igazsagtalansagra
hi^ja fit.
m . Hungarian-American Ocean Flight
One of the airmail cards rhe flyers hustled to raise money for the
Hungarian flight was bought and sent to Lord Rorhermere, who
promoted rhe project with news stories and a $ 10,000 prize.
wirh Lieurenanr Magyar navigaring from rhe rear. By now
rhey were borh confidenr of flying rhe red-and-black Sir¬
ius anywhere, in any wearher. Since Lord Rorhermere's
prize offer specified a flighr "from rhe Norrh American
conrinenr," rhey decided ro refuel or rhe familiar way
srop, Harbour Grace, Newfoundland.
Afrer days of wairing ar Roosevelr Field, New York,
Endres and Magyar simply gor 'tired of lying around."
Againsr rhe advice of rhe famous Dr. James Kimball,
head of rhe Unired Srares Wearher Bureau in New York,
rhe flying parrners lefr for Newfoundland on July 13,
1931. Kimball had predicred fog off Cape Breron; rhe
Hungarians found ir righr where he said ir would be, and
nearly missed rheir desrinarion.
"Doc was righr," said Magyar ar Harbour Grace. "We
wont move again til he says 'go.' "
Two days larer rhe Arlanric wearher expert flashed rhe
word and rhe flyers piled inro rhe Sirius. She was already
loaded wirh 635 gallons of gas, a 150-pound radio, and
32 pounds of mail. Ar rhe lasr minure Newfoundland
posral aurhoriries blocked rhe posring of five hundred
addirional lerrers “because of rhe polirical narure of rhe
rrip." The flyers made a low takeoff ro rhe wesr, circled
back over Harbour Grace, and headed our ro sea beyond
Conceprion Bay.
Magyar and Endres were helped by wesrerly winds,
bur found a solid cloudbank below rheir speeding air¬
plane. Excepr for a shorr srrerch off rhe European coasr
8005 W. Jefferson — Detroit, Mich.
rhey never saw rhe Arlanric ar all. A bad rhree-hour srorm
buffered rhe plane and knocked rhe earrh inducror com¬
pass our of whack. Despire rhis, Magyar managed ro
navigare by rhe srars, and rhe radio ser proved of im¬
mense help in esrablishing bearings from unseen ships
on rhe ocean below. Their landfall was a railroad srarion
in rhe norrh of France, and rhen ir was rouch and go as
ro wherher rhe dwindling gasoline supply would rake
rhe Lockheed all rhe way ro Budapesr. Radios repotted
sighring rhe Sirius over Germany, Linz, and rhen Vienna.
In Budapesr 180,000 Hungarians jammed Maryasfold Air¬
drome, eagerly awairing rhe arrival of rheir counrrymen.
High over rhe Danube Valley rhe Justice's engine
coughed and splurrered. Magyar tried ro hand-pump a
few more cupfuls of gas ro rhe starving cylinders. Endres
srrerched rhe Lockheed's glide. There were only a few
more miles ro cover. Over familiar home ground, rhe
pilor finally chose a highway on which ro pur rhe Sirius
down in rhe dusk. Two plodding farm carts blocked rhe
road; he swerved—and landed in an adjacent field of
stumpy rows of maize. The flighr "ro do somerhing for
Hungary" had brought Magyar and Endres 3,229 miles
from rhe bleak shores of Newfoundland to a spot near
Bicske, only fourteen miles from Budapesr.
Taken immediately ro meer Hungarian Premier Counr
Berhlen and his Cabinet, rhe tired aerial voyagers had ro
disappoint rhe people who waired ar rhe airdrome. Larer
rhe pair were rriumphanrly carried through rhe city ro rhe
cheers of rhousands. Their welcomers included Admiral
Horrhy, Regenr of Hungary, as well as rheir backer, Emil
Salay, who had made rhe trip from America ro be on
hand ro greet rhem.
62 REVOLUTION IN THE SKY
Our in rhe corn field near Bicske rhe fairhful Justice for
Hungary was garlanded wirh grear streamers of fresh
flowers as long columns of men, women, and children
filed reverently by to gaze at "rhe wonderful airplane
that had flown from America." Later rhe slightly dam¬
aged Lockheed was dismantled and carried in a colorful
procession into Budapest. It was a wild and happy rime
for Hungary, a nation which had so little cause or occa¬
sion for celebration.
True to his word, Lord Rothermere awarded the
$10,000 prize to Endres and Magyar. To him, and to all
the people who had contributed their pennies and dol¬
lars, the Hungarian-American Ocean Flight had accom¬
plished its avowed purpose in calling world attention to
rhe hated Treaty of Trianon.
With rhe noble deed accomplished, it was a sad anti¬
climax to find the participants arguing over rhe profits.
The details were never made clear, bur by September
Alexander Magyar had resumed his original name of
Wilczek and was challenging six brother officers to sword
duels for alleged defamatory statements.
Several weeks later Emil Salay was reported to be plan¬
ning to reimburse himself from rhe profits of rhe venture,
wirh rhe surplus to be divided between rhe flyers. To this
Magyar agreed, while Endres claimed he alone was en¬
titled to a share. Hot Hungarian blood boiled, and a new
duel between Magyar and Endres was scheduled for Oc¬
tober 26. Only rhe pleading of the Hungarian Aviation
Society called off a meeting on rhe field of honor be¬
tween rhe erstwhile partners. The next day, romance
replaced rapiers, and Magyar was married in Budapest
to Gisela Puskas. It may or may nor have been significant
that rhe bride's former husband was a New York fencing
master.
Together wirh Emil Salay, Alexander Magyar (or Sandor
Wilczek) finally returned to America, in November. This
rime he came as a bona fide immigrant under rhe quo¬
tas, content at last to have accomplished his inspired
mission for Hungary.
In Budapest, George Endres somehow kept control of
the Justice for Hungary. The following May he flew the
Sirius down to Rome for the Congress of Transatlantic
Flyers called by General Iralo Balbo. Banking steeply
while coming in for a landing, Endres apparently ran into
a small whirlwind, sideslipped, and crashed. Both the
Atlantic conqueror and his radio operator, Captain J. Pit-
ray, died in rhe flaming wreckage. The accident cast a
pall of gloom over the congress. General Balbo and
II Duce himself walked in rhe Endres-Pittay funeral proces¬
sion, and over 100,000 Hungarian mourners met a spe¬
cial train returning rhe martyred national air hero to
Budapest.
To court rhe goodwill of Hungary, Mussolini soon made
an elaborate presentation of a new plane to replace rhe
demolished Justice, and it was used to make some of
rhe special mail-carrying flights that had been planned
for Endres. Named Star of Savoy, the gift was a squat and
stubby biplane, nothing at all like rhe sleek Lockheed
that Endres and Magyar had flown from America.
The Hungarian government commemorated rhe Sirius
on two sets of postage stamps. Today the battered Wasp
engine, salvaged from rhe Rome crack-up, is still on dis¬
play in a Budapest museum. This and some small pieces
are all that remain of rhe fruition of one patriot's deter¬
mination to do something for his country.
The success of the Hungarians inspired other national
groups to sponsor ocean flights that would link America
with their former homelands. There were projects to fly
to Italy, Portugal, Sweden, Spain, Poland. One of the
better-equipped and -financed ventures was a goodwill
nonstop flight from New York to Kaunas, the capital of
Lithuania. This was first tried in July 1933 by Captain
Stephen Darius and Lieutenant Stanley Girenas, using a
special Bellanca monoplane named Liruanica. The pair
got across the Atlantic all right, but some 400 miles short
of their goal they ran into heavy weather over Germany
and crashed fatally in a forest near Kuhdamm.
The deaths of Darius and Girenas was rhe occasion for
national mourning in Lithuania. In rhe United States their
sponsors felt that something should be done to complete
the flight and give rhe country a place in the aeronauti¬
cal sun. A new American-Lithuanian Trans-Atlantic Flight
Association was formed in Chicago to set plans in morion.
The committee chose Felix Wairkus, a twenry-eighr-year-
old Chicago plumber's son of Lithuanian descent, to
make the flight. Wairkus had attended rhe University of
Chicago, and won his wings wirh rhe U.S. Army Air Corps
at Selfridge Field in Michigan. A lieutenant in rhe reserve,
he ran a flying school at Kohler, Wisconsin, wirh his
Felix Wairkus gets aboard his heavily laden Vega, hoping ro cover
rhe 4,500 miles ro Lithuania in 30 hours.
 SPANNING THE NORTH ATU\NTIC
Lirhuanian sramp celebrates Wairkus and his transoceanic flight of
September 1935.
forher-in-low, Anron Brorz. The association replaced rhe
lost Bellanca wirh a good used Lockheed Vega from
Californio's Shell Oil Company. Wairkus and Brorz read¬
ied rhe ship or rhe Kohler field, blocking our windows
and installing extra ranks in rhe cabin in place of rhe
standard searing arrangemenrs. Wirh a new, white painr
job, rrimmed wirh orange, she become Liruanica II.
Wairkus's Vega was nor ready ro leave Floyd Bennerr
Field on Long Island unril September 21, 1935—rather
lore in rhe season for a long-disrance flight, especially
when loaded wirh 700 gallons of gasoline and a thou¬
sand special airmail lerrers. Dressed in a learher jacket
ond jaunty berer, rhe lieurenanr lifred rhe Lockheed off
Liruanica II cracks up in Ireland—bur plane ended its career in
Soviet Russia.
63
the concrete runway and headed east in his bid for trans¬
atlantic honors.
Wairkus and Liruanica II mer more rhon just rhe sea¬
sonal srorms over rhe Norrh Arlonric. There were head¬
winds, rain, and fog. Much of rhe way he flew on
instruments, wirh no outside bearings possible in rhe vasr
misty whiteness of day and rhe dork blackness of night
pressing ol! around him. Like other ocean flyers, Wairkus
flew high unril ice formed on his wings, then low unril ir
melred off. By down on rhe second day Felix was sure
he wos across rhe Arlonric. Bur he was also certain rhar
he could never make ir ro Kaunas.
When porches of Ireland or lost appeared through rhe
fog benearh rhe speeding Vega, rhe Lirhuanian-Ameri-
can pilot decided ir would be wise ro come down, refuel,
and rhen go on. He come winging in over rhe Sheefry
Hills of County Mayo and selected whar appeared ro be
a good level pasture near rhe village of Ballinrobe.
Weary from fighring rhe elements, Wairkus slipped rhe
white Lockheed in for a landing. A wing caught and
plowed up rhe ground, rhe landing gear crunched off
and rhe ship skidded ro a stop on its belly. In rhe sudden
silence rhe dozed pilot lisrened quierly ro on Irish
weather forecast being broadcast especially for his ben¬
efit. A few minutes larer he was breakfasting or rhe
nearby farmhouse of Poddy Walsh.
Felix Wairkus finished his flighr ro Lithuania in a special
plane placed or his disposal, so rhe rrip was adjudged a
64 REVOLUTION IN THE SKY
success inasmuch as he really gor rhere. The damaged
Lockheed was repaired and shipped from Ireland ro
Kaunas, where ir was purchased by rhe Lithuanian Air
Ministry. With the communist takeover of rhe country in
1940, rhe Liruanico II is thought ro have been taken ro
Moscow to be evaluated by Soviet aeronautical experts.
There is a remote possibility that portions of rhe last
wooden Lockheed ro fly rhe North Atlantic may still be in
existence somewhere behind rhe Iron Curtain.
Built in 1928, Amelia Earharr's Vega added a record coasr-ro-coasr
flight ro its honors before she sold it in 1933.
On this side of the Atlantic, there is no question as ro
the whereabouts of Amelia Earharr's first ocean-hopping
Vega. A little over a year after her flight from Newfound¬
land to Ireland the ship was purchased for $7,500 by
Philadelphia's Franklin Institute. Transferred in 1966 to
rhe National Air and Space Museum, and somewhat
darkened by age, the red-and-gold monoplane was
cleaned and refurbished for exhibit. Today it is the oldest
Lockheed airplane in existence.
 8
T he enthusiasm for flying across rhe Arlanric was
never marched by flyers who even idly conrem-
plared a similar conquesr of rhe Norrh Pacific rhe
4,500-mile rrip over fog-shrouded and srorm-
lashed warers appealed ro only a handful of
hardy aviarors. To srimulare inreresr, Therefore, rhe air-
minded Tokyo Asahi (Morning Sun News) offered a
$25,000 prize for rhe firsr nonsrop flighr, eirher way, be¬
tween Japan and America.
Airplanes were improving by 1929, bur a single-engine
ship capable of lifring rhe nearly 1,000 gallons of gaso¬
line necessary ro go rhe disrance would have ro be spe¬
cially builr. A Tokyo flighr would also require some good,
solid financial backing,- and, even in such boom rimes,
rhe green sruff had ro be carefully promored. Forrunarely
on ongel was available in rhe person of John Buffelen, a
65
Tacoma, Washington, lumber tycoon who wonred ro pur
his town on rhe Pacific air mop.
Genial John Buffelen and rhe Tacoma Chamber of
Commerce hod a man ro fly ro Tokyo. All rhey needed
wos a suiroble airplane.
The pilor on whom rhe lumber dry's commirree
pinned rheir hopes for world recognirion was Lieurenanr
Alberr Harold Bromley, a rwenry-nine-year-old Iowa flyer
wirh Army Training. Boyish, racirurn Bromley hod pur up
$2,000 of his own money for rhe venrure; wirh more
cosh assured, he began ro moke rhe rounds of rhe Wesr
Coosr's aircrafr factories.
Ir was or rhe Lockheed planr in Burbank rhar rhe lieu-
Robbins and Jones headed for home after missing rheir tin goose
on Vega's second try ro ger ro Tolsyo.
66 DEVOLUTION IN THE SKY
The man who tried the hardest to hop the Pacific.
renonr found rhe experimental "seaplane" rhar designer
Jack Northrop had started for Hubert Wilkins. There had
been little or no engineering done: it was merely a fu¬
selage with rhe camber cut away to accommodate a
lower wing. Bromley had to exercise considerable vision
to see this dusty wooden shell as a finished airplane
capable of flying him from Tacoma to Tokyo. Bur after
talking to chief engineer Jerry Vulree, his enthusiasm was
aroused, and he ordered the plane completed to his
specifications for rhe long-distance attempt.
Within a few months Vulree and rhe factory crew had
assembled rhe original Explorer model, Lockheed's first
low-wing airplane. Its extra-long wing was broad and
straight, with no dihedral angle—like rhe high wing of a
Vega bur at rhe base of the fuselage. A single cockpit,
well to the rear, accommodated rhe pilot. The ship was
painted rhe standard international orange.
Test-flying rhe special job was carried our from the long
flat surfaces of Muroc Dry Lake, some sixty miles north of
Burbank. On one run of nearly a mile, Lieutenant Brom¬
ley got off in rhe new monoplane with 8,500 pounds, an
unofficial load record for rhe times. Jerry Vulree experi¬
mented during rhe rests with three types of vertical tail
surfaces on the ship, settling on a compromise of
rounded fin and squared-off rudder, used only on this
particular airplane.
Satisfied with her performance, Bromley flew the big
Explorer nonstop to Tacoma, where a special takeoff
ramp was being readied at Pierce County Airport. In rhe
presence of 10,000 cheering onlookers the gleeming
orange Lockheed was christened City of Tacoma by Clas-
ina Madge Buffelen, rhe small daughter of rhe flight's
backer.
A rail wheel was substituted at rhe last moment for
rhe conventional skid, to give rhe Explorer an even better
chance of successful takeoff from rhe unpaved runway.
With favorable weather predictions from rhe Aleutians
and the Kuriles, and with plane and engine in rhe best
possible shape, the chosen pilot was ready to start rhe
longest over-water flight ever attempted by man.
On Sunday, July 28, 1929, the City of Tacoma was
poised atop rhe wooden romp designed to give a boost
to her take-off run. Harold Bromley, his goodbyes said,
climbed in and listened carefully to rhe sweetly ricking
Wasp ahead. The ship was in flying position, her ranks
topped off full at 902 gallons. Gassing-up had already
taken place—during rhe cool of rhe morning. It was this
little overlooked derail that brought disaster.
As 20,000 onlookers quieted to watch, rhe Explorer
rolled slowly down rhe romp, gathering speed. At rhe
bottom there was scarcely a jar, and Bromley thought
rhar his lost worry was over. Then a splatter of gasoline
hit rhe windshield. With rail down, plus natural expan¬
sion, rhe fuel bubbled from rhe tank breathers atop rhe
fuselage in a steady spray, fogging rhe view ahead.
Building up speed, rhe pilot peered over to rhe side of
rhe shield, only to have his goggles coat up with fuel.
Desperately he brushed them back. A thousand feet fur¬
ther on rhe rail lightened at the 60-mph pace, but rhe
stinging spray of gas was blinding Bromley. He could feel
rhe ship wobble from rhe runway, swerving to rhe left.
Then rhe right wheel crumpled on rhe rough ground, rhe
wing followed, and in a moment the heavily loaded
Lockheed was perched on her nose in a cloud of dust.
Harold Bromley leaped out as rhe ship careened to a
stop. Gasoline gushed from rhe shattered wing and
cracked fuselage. The massed and screaming spectators,
converging on rhe wreckage, swept aside police, Na¬
tional Guardsmen, and a barbed wire fence. By some
miracle there was no fire, and order was quickly restored.
The lieutenant, very low in spirits, did nor offer any alibis.
"Nobody is to blame bur myself," he said. "I can do it
if they'll give me another chance."
John Buffelen and rhe Tacoma committee assured rhe
flyer that financing for a new airplane was certain. In
Burbank the Lockheed factory worked like mad, and a
new dry of Tacoma was completed in a little more than
six weeks. Innovations on rhe second version included
dropoble landing gear and a metal-sheathed belly skid
along rhe bottom of rhe fuselage. Jerry Vulree was still
experimenting with tail surfaces, and this Explorer v/as
 ACROSS THE PACIFIC 67

came ro inverted resr in a back yard. Fahy, lucky this

rime, crawled our wirh only o broken elbow and bruises.
Dock ar his drawing board Vulree had meanwhile de¬
signed rhe successful low-wing Sirius for Colonel Lind¬
bergh. The rhird plane builr for rhe Tacoma-Tokyo flighr
srill rerained rhe grearer wingspread and single cockpir
of rhe Explorer, bur had a larger, Sirius-rype fin and rud¬
der. Two degrees of dihedral were given rhe wing for
berrer flying characrerisrics.
While wairing for his successive airplanes ro be com-
plered, Harold Bromley made ends meer wirh odd jobs
of check-flying for Lockheed, and work piloting Vegas for
Corporacion Aeronaurica de Transposes, 5.A., a Mexican
airline rhar ran from El Paso ro Mexico City and Browns¬
ville ro Mazarlan. Then in May 1930 rhe Pacific hopeful
was back ar Muroc Dry Lake for resrs of rhe rhird City of
Tacoma. Bromley did all rhe preliminary check flights
himself. Ir looked like rhis Explorer was rhe plane in
which he'd finally be heading for Tokyo.
On rhin financial ice, rhe Derroir-Lockheed manage¬
ment did nor have rhe funds ro cover Bromiey's insur-

Three endings (from top down).- hor gas foils rakeoff of City of
Tacoma No. 1; faney rail comes off in resr hop ro dump No. 2;
check pilot Den Carlin dies when heavily loaded No. 3 trips and
burns.

Bromley's three Explorers (from rop down): first has conventional

fin and rudder; second, a rebuild, wirh rudder rhar flapped; rhird
looks more like a Sirius, bur srill has lone cockpir and wide wing,
plus 2-degree dihedral.

fitted wirh an overhung, counrerbalanced rudder. Wirh

no wind runnel, he had ro "cur and rry." Unforrunarely, ir
was one of rhe ralenred designer's few bad guesses.
Tesr pilot Herb Fahy rook rhe ship up for a rrial hop on
September 18, 1929, and quickly discovered a danger¬
ous rail flutter. Three rimes he circled rhe Lockheed field
ar low altitude ro show rhe engineers how ir flapped. As
they watched, rhe offending rudder whipped loose and
fell practically ar rheirfeer, followed by rhe fin irself. Herb
went into figure-eighr contortions ro control rhe uncon¬
trollable. Off rhe east end of rhe runway rhe Explorer
dipped under some wires, swished through rhe branches
of a pepper tree, nicked rhe corner of a bungalow and
60 REVOLUTION IN THE SKY
once for a full-load rest. The crucial flighr fell ro rheir own
new check pilor, big, friendly Hugh V/. "Ben" Carlin, who
was covered until May 25.
At daylighr on rhe day before rhe deadline rhe Ex¬
plorer was readied with 900 gallons of gas in her ranks.
Ben Carlin hod ro fly her, even when a leak in a gas rank
delayed his rakeoff until rhe hear of rhe day. Harold
Bromley drove ro a prearranged position a mile down
rhe shimmering lake bed: if rhe dry was nor off rhe
ground by rhar point, rhe resr pilor was ro pull rhe dump
valves. A mere half a mile ahead, rhe rwelve-foor em¬
bankment of rhe Santa Fe Railroad angled across rhe
long level expanse of Muroc.
Ben gunned rhe Lockheed and gor rolling into rhe
wind. Apparently riding a ground cushion, he whipped
by Bromley's car wirh rhe rail wheel srill touching, and
resorted ro bounce technique ro clear by inches rhe rail¬
road embankment on beyond. Floundering through rhe
air, rhe dry of Tacomo made a half-roll ro land on her
nose. The engine rore off on impact and rhe resr of rhe
plane skidded on irs back another hundred yards. Fire
blazed around rhe hor exhausr stacks and licked up rhe
trail of gasoline ro rhe fuselage. Ben Carlin came walking
our of rhe flames a human rorch, only a hundred feer
from rhe horrified Bromley rushing ro rhe rescue. Whis¬
pering rhar he had been unable ro reach down ro trip
rhe dump valves and mumbling apologies "for wrecking
rhe ship," rhe resr pilor died rhar evening.
Shaken by rhis dismal chain of events, rhe Tacoma
Chamber of Commerce soughr a fourrh and final air¬
plane for Lieurenanr Bromley from another manufac¬
turer, and any hopes of a Lockheed being rhe first plane
ro span rhe North Pacific appeared very dim indeed.
Srill rhe Tokyo Asohi's $25,000 prize was rhere ro be
claimed, and in addition some Seattle businessmen had
pur up another $28,000 for rhe firsr flight "from fifty miles
of Tokyo ro ten miles of Searrle." Like rhe Japanese news¬
paper's offer, rhis was interpreted ro mean a flighr in
eirher direction, and by 1931 rhere were a score of new
aspirants in Tokyo and Searrle, hoping ro win eirher prize
—or borh. Among rhem were rwo flyers from Fort Worrh,
Texas. They were Reginald L. Robbins, a shy rwenry-eighr-
year-old ex-barnsrormer, and Harold S. Jones, a Chica¬
goan who had builr a fortune in oil. The Texans proposed
an excellent merhod of going rhe distance: rhey in¬
tended ro be refueled in rhe air, en roure.
Drawling Reg Robbins was no stranger ro rhe opera¬
tion of aerial refueling. In 1929 he and a partner had
held rhe airborne endurance record, circling Forth Worrh
for 172 hours. The Tokyo flighr would simply be extend¬
ing rhe merhod as needed ro cover rhe great distance.
Bachelor Hank Jones had a yen, and rhe money, ro par-
ricipare in rhe flighr simply as a sporting venrure.
The pair purchased Erie Halliburton's old record-break¬
ing Lockheed, The Tesrer, and renamed her Forr Worrh.
On rhe rheory rhar ir would consume far less gas, rhey
proceeded ro install a 220-hp Whirlwind engine, replac¬
ing rhe ship's original 425-hp Wasp. Painted white, with
only a yellow panel for identification on rhe upper wing,
rhe Vega was soon ro be seen ar refueling practice over
rhe Texas plains, wirh rhe gas hose dangling from a big
Ford Trimoror flown by Nick Greener and James J. Mar-
re rn.
The Robbins-Jones arrrempr ro fly ro Tokyo gor off from
Boeing Field in Searrle on July 8, 1931. Robbins was
mistaken for a visiring cowboy, and was only ler through
rhe crowd when he insisted, "Man, ah'm goin' ro ride in
rhar ship ro Tokyo!"
The Forr Worrh made a long rakeoff wirh her low-
powered engine, skimming rhe housetops of sourh Se¬
arrle in rhe darkness of early morning. All doy long rhe
flyers plugged ro rhe northwest, ro be mer in rhe evening
by rhe refueling plane over Fairbanks, Alaska. The head¬
winds were terrific, curring rheir speed ro a lirrle over 70
mph, bur Jones managed ro complere rhe transfer of
200 gallons of gas.
Proceeding down rhe Yukon Valley, Greener and Mar-
rern maneuvered rheir Ford above rhe whire Lockheed
three more rimes ro pass down rhe precious fuel. The
crirical poinr came ar Nome, where rhe lasr conracr was
scheduled ro be made. Bur rhe Forr Worrh was buffered
by williwaws, and Reg Robbins just couldn't keep her
steady benearh rhe lumbering "tin goose." The hose
would come ranralizingly close, only ro be swung by a
howling gust away from Hank Jones's oursrrerched hand.
Taking on rhe full 425 gallons rhey'd need was impossi¬
ble, and rhe weary Texans landed ar Solomon, Alaska.
This firsr nonstop flighr from Searrle ro rhe Nome area
required nearly 27 hours. Ironically, rhe weather a
hundred miles farther on was reported as clear, wirh a
tailwind blowing all rhe way down rhe Siberian coast ro
Japan.
Robbins and Jones flew back ro Searrle for another rry.
The Whirlwind engine was a mistake, rhey decided,
since ir rook so long ro cover distance rhar rhe advantage
of low fuel consumption was nullified. They reinstalled
rheir Wasp, expecting berrer maneuverability in refueling
as well.
The second arrempr was made less rhan a month
later, wirh borh engine and speed coming up ro expec¬
tations. The Texans refueled sarisfacrorily over Fairbanks
and proceeded toward Unalakeer on Norton Sound.
Somewhere in rhe fog and clouds rhey ourflew rhe Ford
carrying Nick Greener and Jimmie Marrern—who be¬
come lost rhemselves afrer raking off for rhis second re¬
fueling.
Balked again, Robbins and Jones gave up rhoughrs of
Tokyo and came back for a landing ar Fairbanks. Ir was
rhe end of anorher dream of hopping rhe Pacific. The
flyers returned ro Forr Worrh prizeless. Bur Jimmie Marrern
 ACROSS THE PACIFIC
hod acquired a rasre for long distances: o year larer he
would be off on his firsr rry or flying around rhe world.
Before rhe 1931 season was over, Clyde Pangborn ond
Hugh Herndon won rhe $25,000 Asohi prize wirh rheir
flighr in o Bellanca monoplane from Japan ro Wen¬
atchee, Washington.
The crewcut head of Harold Bromley appeared once
more on rhe transpacific scene before rhe northern route
became the realm of commercial aviation. No man tried
harder ro achieve a successful flighr. After his bad luck
wirh rhe three wrecked Lockheed Explorers, Bromley had
essayed a west-east hop from Japan in 1930, flying a big
Emsco monoplane. He'd been driven back by winds and
leaking exhaust gases after thirty hours above the ocean.
Two years larer rhe never-give-up lieutenant was in rhe
picture again, flying a Lockheed Vega equipped wirh a
240-hp Guiberson Diesel engine, an experimental power
plant manufactured in Dallas, Texas. Wirh 600-gallon
ranks, special dropable landing gear, and a belly skid,
rhe Vega was made ready. Bromley was tired of being
made the butt of jokes about his nonsuccess, and once
more had Tokyo in mind as a destination. On May 31,
1932, he herded the Lockheed nonstop from New York
to Los Angeles, an unofficial distance record for diesel-
powered aircraft. Bur rhe very next day rhe Seattle busi¬
nessmen withdrew rheir $28,000 prize offer and Harold
Bromley never did get to fly across the Pacific as a pi¬
oneer pilot.
With a dreary record of failure in North Pacific at¬
tempts, Lockheed airplanes waited another rwo years
before being vindicated by rwo triumphant flights across
rhe South Pacific, the first from west ro east. It was fitting
Duilr for projected Paris hop, Special Sirius was crashed by Capr.
George ft Hutchinson, larer became Kingsford-Smirh's Alrair, Lady
Sourhern Cross.
69
that rhe initial eastward journey above the "Great South
Sea" should be made by rhe man whose name was
already synonymous wirh blazing sky trails in rhe Pacific
—Australia's great airman, Sir Charles Kingsford-Smirh.
Smirhy—as all his friends called him—had been a
Royal Air Force pilot who returned to his homeland
"down under" after World War I, determined to get into
commercial aviation and to prove rhe feasibility of air
travel.
Though he made others, Kingsford-Smirh's Pacific
flights brought him his greatest renown, particularly rhe
original journey over rhe sea between California and
Australia. The hop west to Hawaii had been made sev¬
eral times when Smithy and three companions did it in
1928; bur when they continued on ro Suva and Brisbane
in the second hand Fokker Sourhern Cross, rhe feat cap¬
tured rhe imagination of rhe whole world. Larer he went
on ro circumnavigate rhe earth, ro break rhe London-
Sydney record, and to establish his own airline at home.
To the people of Australia and New Zealand, he person¬
ified the spirit of aviation, even before his accomplish¬
ments had brought him a knighthood.
Thus when a great air race from London to Melbourne
was announced in 1934, Smirhy naturally felt ir was a
national challenge: rhe race should be won by an Austra¬
lian. He was getting old for air racing—thirty-eight—but
this would be a wonderful climax ro his career in rhe air
before he settled down ro flying a desk. Chief financial
sponsor of the race was fellow countryman, Sir Mac-
Pherson Robertson. A contraction of his name was given
ro rhe event, which became known over rhe world as
rhe MacRobertson Race. Robertson also wanted to see
an Aussie win, and made funds available for purchase of
Kingsford-Smirh's plane. Additional money for rhe ship
came via public subscription.
Kingsford-Smirh shared rhe Commonwealth spirit of his
various backers and therefore would have preferred a

Kingsford-Smirh s blue Alrair os she appeared Down Under before
her name was changed ro Lady Southern Cross.
British airplane. Bur when ir was found rhar nothing suit¬
able would be ready in rime, he turned to American
manufacturers. There were howls of criticism from advo¬
cates of "buy Empire" when their national hero chose a
Lockheed Alrair with which ro enter the race.
His Alrair was four years old, having originally been
built for an abortive New York to Paris flight by George
Hutchinson, and then bought and flown for pleasure by
movie director Victor Fleming. Completely rebuilt at the
Lockheed factory, the ship was equipped with an early
application of power landing flaps. Painted a light blue
with silver trim, she was named Anzoc by Kingsford-Smirh
in hopes rhar she would pur up a good show for the
"diggers" of Australia and New Zealand.
Haste was necessary if he was ro participate in the
race. The passengers of the S.S. Monrerey had ro forgo
deck sports for one voyage when the Lockheed was sent
from California to Sydney as deck cargo, lashed ro the
liner's tennis court. As the fastest airplane ever seen in
Australia, the Alrair created a sensation on arrival. There
was a slight delay when the government forbade use of
the name Anzoc, so she became instead the LadySouth-
ern Cross. Then Kingsford-Smirh was flying her, breaking
intercity records all over the continent. On one Sydney-
Brisbane run he gave his famous transpacific Fokker
Southern Cross a four-hour start, caught up to her en
route, and set down in Brisbane ahead of the old vet¬
eran.
Smithy and his personable navigator, Captain P. G.
(Bill) Taylor, set off for England and the race with high
hopes, only to discover at Cloncurry, Queensland, rhar
the aluminum NACA engine cowl was cracked in a
dozen places. While a new ring was being fashioned,
rime ran our for the would-be racers ro arrive at the
starting line in Britain, and Kingsford-Smirh was forced to
withdraw as an entry in the MacRoberrson classic. With a
feeling rhar he had let down his backers and Australia
itself, he commented ruefully: "A nation's hero may
often become a nation's whipping boy overnight."
His decision to make the hitherto untried Australia to
California flight stemmed from a desire to rehabilitate
himself in the eyes of his countrymen. Since the Lock¬
heed had been bought for the race in which he had
been unable ro compere, the only thing left ro do was
to take the plane back ro the United Stares, sell ir, and
return the money to the people who had contributed.
With these thoughts, Smithy and Bill Taylor rook off
from Brisbane on October 20, 1934, bound for Suva in
the Fiji Islands. The tricky thing at the first stop was ro land
on the 300-yard green turf of the Albert Park Sports Oval,
which Smithy, using full flaps, accomplished in half the
distance. Then the flyers hopped over to mile-long Nase-
lai Beach, the only spot in the islands from which a heav¬
ily loaded plane could possibly leave.
The first attempt ro take off from the smooth, gently
curving beach almost brought an end to the flight. There
was a mean crosswind to contend with as the Lady
Southern Cross slowly gathered speed and Kingsford-
Smirh got her rail up. Nearing 60 mph, she started ro
edge toward the water. With bursts of throttle, Smithy
tried to hold the Alrair, but the wind had her rail and she
swiftly slithered across the wet sands and plunged into
the sea.
In an instant the pilot had the engine full our in a
shattering roar. Water from the whirling propeller went
sluicing back over the Alrair as the ocean swirled around
her undercarriage and reached the trailing edge of the
wing. Skillfully, Australia's greatest airman kept his ship
slowly rolling through the softening sands, fighting ro
come around to the beach and pull her out of the water.
Only a moment's hesitation would have seen the plane
hopelessly mired and a certain victim of the incoming
tide. Helped by Fijian police and willing onlookers, the
Lockheed inch by inch gained the level ground above
the reach of the waves.
A new takeoff at dawn a few days later was entirely
successful, beginning the 3,150-mile over-water journey
to Honolulu. No one had ever flown this stretch of ocean
before except Kingsford-Smirh himself. Bill Taylor's superb
navigation kept the Lady on continuous course, and the
terse radio reports of the pair gave their changing posi¬
tion as they traveled north and east. Using minute coral
islands as checkpoints, Smithy and Taylor flew all day.
The sun set on nothing but water and a tiny speck in the
vast Pacific skies—the blue Alrair.
Night brought storms and flying by instruments through
torrents of tropical rain. Smithy climbed to 14,000 feet
and fumbled for the landing-light switch ro get a look at
the barrage of water. Suddenly he felt rhar something
was wrong. The needle of his bank-and-turn indicator
swung over hard and stayed here. The ship was unac¬
countably spinning.
The pilot pressed both feet on one rudder pedal,
braced and straining until he thought his back would
break. He felt searing anger at himself for being unable
to do one of the first things a beginner is taught: recovery
from a spin. Motor throttled back, the Alrair spiraled down
eight thousand feet before Smithy was able to regain
control. Then, even with the engine full our, the plane
would not regain speed or height. Inexorably she
dropped through the stormy night, closer and closer to
the water. Kingsford-Smirh forced himself calmly to sur¬
vey the instrument panel, and—then he had it. The flaps
were down!
In turning on the landing lights, he had accidentally
hit the switch of the motor that controlled the flaps. The
drag had thrown the ship inro the spin and was still
P. G. Taylor (left) and Sir Charles Kingsford-Smirh on the Lady's wing
braking her. Trouble located, the pilot abruptly haired
ro receive cheers on arrival from Honolulu.
the aerial struggle and the Wasp immediately stopped
laboring, and carried rhem on once more. A woman ro fly rhe Pacific alone and rwo men ro help her do ir
The Hawaiian Islands were the 400-mile-wide target (left ro righr): technical advisor Paul Mantz, Amelia Earhart.;• pub¬
as the big blue monoplane came up on Lanai in the lisher George Palmer Putnam, her husband.
morning sunshine. Changing course, the Lady was soon
over Diamond Head, then Honolulu, and proceeded to
a smooth landing on the green grass carper of Wheeler
Field. With traditional Hawaiian hospitality, Smithy and
Dill were soon garlanded with leis.
After repairs to a cracked oil rank and a leaky fuel
system, carried out under direction of the United Stares
Army Air Corps, the Lockheed was ready for the final leg
of the long flight. On November 0-4 she flew the last
2,400 miles. The speedy Alrair brought rhem to the Cali¬
fornia coast nearly two hours ahead of their estimated
rime of arrival. When the Lady Southern Cross topped the
hills of San Francisco to drop down on Oakland Airport
she was the first airplane to fly from Australia to the
United States, and Kingsford-Smirh the first man to wing
his way across the Pacific in both directions.
A second unprecedented conquest of the western seas
rook place only two months later. Not content with her
Atlantic laurels, Amelia Earhart yearned to be the first
woman to fly the Pacific. Her old Lockheed hung in
Franklin Institute at Philadelphia, bur she had a later and
almost identical Vega, complete even to her favorite
color scheme of deep red and gold.
With this plane, Amelia had in mind a solo flight from
Hawaii to the California mainland, something that had
never been done before. She turned to a new man for
technical assistance: A. Paul Mantz, whose main work at
the rime was supplying and flying all types of aircraft for
the movies, and who was to be a winner of Dendix Races
in years to come. A master of all things aeronautical, the
knowledgeable Mantz rook over the preparation of Miss
Earharr's Lockheed.
72 REVOLUTION IN THE SKY
Ocean-hopping pilots of Lockheed Vegas faced an instrument
panel similar to this.
The powerful Wasp engine rhar hod powered her
across rhe Norrh Arlanric two and a half years earlier, had
been removed before her famous Vega went on exhibit,
and was now in her new ship. Additional new features
were a propeller with controllable pitch, rubber-encased
metal fuel lines, and an inflatable rubber boar.
With no desire to repeat rhe scary rime she'd had over
the Atlantic, Amelia insisted on the installation of two
altimeters on her instrument panel, which also contained
an array of just about everything developed to further all-
weather flying—except perhaps a robot pilot. Other ad¬
ditions were a two-way radio telephone and an extra
fuselage tank
Amelia Earharr reported later that, compared to rhe
trouble-ridden solo hop from Newfoundland to Ireland,
her flight across rhe Pacific was a joyride. Though a
lengthy tropical downpour had drenched the Army's
Wheeler Field, rhe weather east of Hawaii was reported
favorable. On January 11, 1935, America's "first lady of
rhe air" climbed aboard her Vega and ran up the faithful
Wasp. It sounded perfect, and she nodded to a bedrag¬
gled soldier to slosh over and pull rhe chocks rhar held
her wheels.
Considering the added weight of 520 gallons in rhe
extra fuselage rank, Amelia made a wonderful takeoff.
Tail high, the Vega tore down the runway, spewing up
cataracts of red-brown mud. Plane and pilot were off in
3,000 feet, less than half the length of rhe field. Circling
over slopes covered with sugar cane, the pilot climbed
among rhe clouds rhar dotted the late afternoon sky. She
would have clouds and fog all rhe way, bur no storms.
Miss Earharr's was rhe first civilian long-distance flight
made with two-way radio telephone equipment. She
broadcast her position, or just odd bits of thought that
popped into her head, and was entertained in turn by
Station KFI of Los Angeles. Among other messages was
one from her husband, George Palmer Putnam. He just
told his wife to talk a little louder.
Amelia Earharr flew through a night of stars rhar
seemed to rise our of rhe sea and hang just outside her
cockpit window. The new sun soon flared obliquely into
her dork sun glasses, and from its position she knew she
was on course. Three hundred miles out from San Fran¬
cisco she sported a Dollar liner, lined up on its wake, and
was tickled to see rhar all three of her compasses
checked with it exactly.
Landfall for Amelia's red monoplane was Pillar Point
on the California coast. Pulling up over a notch in the
hills, the whole beautiful expanse of San Francisco Day
lay below her. The Vega sailed over San Mateo and sat
down on Oakland Airport just 18 hours and 16 minutes
out of Hawaii. This time there were cheering thousands
to greet rhe famous woman flyer. Amelia Earharr had
become rhe first person, man or woman, to fly this 2,408-
mile stretch of the Pacific Ocean alone.
 ACROSS THE PACIFIC 73

Oakland rums our ro salure a girl and a single-engine wooden

monoplane 27Vi feer long.
 9
T he ideo of serring a record for round-the-world
Travel originared with French novelist Jules
Verne, The top science-fiction man of his day.
Verne's imaginary Phileas Fogg accomplished
the fear in 80 days. What seemed the impossible
in fiction became reality in 1889 when New York World
reporter Nellie Dly actually went around in 72 days using
ground and sea transportation.
With the advent of the airplane, it was in the cards
that the record would eventually be whittled down to
computation in hours. Four Lockheed Vegas were in¬
volved in dashes for globe-girdling honors, and the suc¬
cessful contender became the most famous Vega of all.
The first American to plan a record try completely by
airplane was John Flenry Mears, a fifty-year-old New York
stage producer. Spectacled, balding Mears did not look
74
the part of an adventurer, bur getting around the world
in the shortest possible rime had been his hobby for two
decades. As a young man, back in 1910, he'd brought
the record again to America, with a trip of a little under
36 days, a mark that stood for thirteen years. When it
was finally lowered to 28 days in 1926 by Edward S.
Evans and Linton Wells, Mears and Captain C. D. D. Collyer
retaliated in 1928 by serring a new record of 23 days,
using a folding-wing Fairchild monoplane for all bur the
two big ocean hops, which they made by steamship.
Mears and Collyer were the first Americans to wangle
permission to fly clear across Soviet Russia in their own
plane, and their negotiations made it easier for others
Mears gor a crack pilot, equipped his Vega to cope with everything
except old-fashioned bad luck
 GIRDLING THE GLOBE
who followed ro do rhe some. Charlie Collyer losr his life
in a rransconrinenral speed record arrempr rhe same
year.
Afrer only a year rhe new Mears record was snarched
away in 1929 by rhe big German dirigible Graf Zeppelin.
John Henry, chafing and frerring, vowed rhar round-rhe-
world honors would be rerurned ro America. Berween
rhearrical chores he began ro make plans for a complere
circumnavigarion of rhe globe by air, including rhe con-
quesr of borh rhe Arlanric and Pacific oceans.
Ir was a real challenge, and rhe energeric rhearer man
jumped inro ir wholehearredly. He spenr hours poring
over maps and charrs, masrered navigarion problems,
and learned ro operare a lirrle 50-warr radio rransmirrer.
Early in 1900, wirh his own resources and addirional fi¬
nancial backing from friends and newspapers, Mears was
ready ro go ahead.
The vereran globe-rrorrer chose as his plane a new
Lockheed Vega, a beauriful maroon, cream, and silver
job which was duly chrisrened City of New York by rhe
wife of rhe dry's mayor, James J. Walker. Big rippling
American flags graced borh sides of rhe ship's fuselage,
as did rhe grear seals of rhe world's largesr city. Before
rhe $21,000 plane lefr Burbank she was given a rear
navigarion harch and a Pioneer earrh inducror compass.
Special firrings were added ro accommodare rhe floors
John Henry Mears and V.I.Pup.
75
rhar would be insralled in Siberia for rhe swirchover ro
seaplane operarion across rhe Bering Srrairs ro Alaska.
Less pracrical, bur norable among his publiciry assers, was
Mears's mascor, a perr lirrle whire Sealyham rerrier, Tail¬
wind II, a gifr from movie srarMary Pickford.
Since Mears was a nonflyer, rhe grearesr problem of
his proposed global journey seemed ro be rhe choice of
rhe proper man ro occupy rhe fronr cockpir. Ar firsr John
Henry had hopes of obraining Commander Byrd's well-
known Arcric and Anrarcric pilor, Bernr Balchen. When
rhar did nor work our, he hired Fred Melchior, a Swedish
flyer on leave from rhe Junkers Corporarion of America,
bur rechnical delays caused rhe flighr plans ro drag on
and Melchior had ro rerurn ro his job as chief pilor for rhe
German concern. Mears finally rook on Henry J. Brown,
rhe handsome airmail pilor who had won rhe 1929 Na-
rional Air Races nonsrop derby from Los Angeles ro Cleve¬
land, flying rhe General Tire & Rubber Company's
Lockheed Air Express. Brownie rook over rhe conrrols of
rhe C/7y of New York and proceeded ro become rhor-
oughly acquainred wirh her handling.
Early on rhe morning of Augusr 3, 1930, John Henry
and Tailwind piled in among rhe gas ranks, radio, food,
and equipmenr in rhe cabin, and Brownie raxied rhe big
red Lockheed our on Roosevelr Field for rakeoff.
"See you all in fifreen days!'' called Mears.
Even wirh rhe human and canine load, plus 338 gal¬
lons of gasoline, Brown made a record rakeoff: rhe offi¬
cial rimer clocked rhe City as airborne in 30 seconds. Wirh
beauriful wearher, rhe rrip ro rhe Arlanric jumping-off
place, Harbour Grace, Newfoundland, was accomplished
in speedy rime. The nexr leg, spanning rhe ocean ro
Dublin, Ireland, would be rhe firsr crucial one.
Yer, afrer all rhe mericulous planning, fine wearher
predicrions, and auspicious srarr, rhe dry of New York was
nor ro be rhe firsr Lockheed airplane ro circle rhe globe,
or even ro fly rhe Arlanric. Making hasre ro be on rheir
way ro Ireland, Mears and Brown elecred ro rake off a
half hour before dawn. The feeble lighr showed lirrle of
rhe rricky gravel of rhe Harbour Grace runway, and
Brownie made his run diagonally in order ro rake advan-
rage of a sourhwesr wind. Halfway down rhe field rhe
Thundering Vega lurched inro rough ground and a rire
blew. Bumping along, rhe ship rore rhrough brushwood
and piles of srones, shedding her landing gear, wing rips,
and mosr of rhe fuselage borrom before slamming ro a
srop.
Borh Mears and Brown climbed our of rhe barrered
wreckage unhurt, bur, in rhe confusion, lirrle Tailwind II
disappeared. John Henry seemed more concerned over
his missing dog rhan rhe loss of his plane and rhe abrupr
conclusion of his global dash. Ir was rwo days before rhe
frightened mascor was found in a salr marsh and re¬
rurned ro his relieved and beaming masrer.
Despire rhe accidenr and financial loss, rhe rhearer
76 REVOLUTION IN THE SKY
man's spirirs gradually revived, and he began ro make
new plans ro crack rhe round-the-world record by air. Ar
rhe Lockheed factory a duplicate Vega was built for him
in rhe spring of 1931. It was identical to the first dry of
New York, except for rhe application of Detroit Aircraft's
wire-braced Hi-Speed landing gear. For his companion
this trip, Mears planned to have Vance Dreese, then De-
troit-Lockheed's ace rest pilot. The Vega was painred and
ready when rhe world flyers received a crippling blow to
their plans. For some obscure reason rhe Soviet govern¬
ment refused permission for a new Mears flight across
territory of rhe U.S.S.R. With his trip made impossible, John
Henry Mears never rook delivery of rhe second dry of
New York, and went back ro being a sedate member of
rhe theater world. His Lockheed became rhe plane in
which Amelia Earharr made her Hawaii-California flight
and chalked up subsequent new records.
With Mears out of rhe running for 1931, rhe glory road
around rhe world was wide open. Plans were an¬
nounced by a number of well-known flyers, but the
equipment, rhe international connections for supplies,
and the money to swing it were all beyond rhe reach of
most.
An exception among them was little, one-eyed Wiley
Post. Like Mears, he was determined ro beat the record
world flight of rhe Graf Zeppelin, and prove that air¬
planes, not dirigibles, were the true transports of the fu¬
ture. Wiley had the backing of his boss, Oklahoma
oilman F. C. Hall, and he had rhe use of Hall's personal
plane, rhe sleek white Lockheed Vega Winnie Mae,
which Post had flown ro victory the previous year in rhe
Los Angeles—Chicago nonstop race.
However, despite all his prowess as a pilot, rhe stocky
thirty-one-year-old Oklahoman had never made an over-
water flight, and knew only elementary navigation. In
setting our ro fly around rhe world, he needed a man
along to plot his course. Wiley knew just the one he
wanted: a Los Angeles navigation instructor named Har¬
old Garry.
Dark-haired, serious Garry was about rhe same size as
Post, bur slimmer and three years younger. He hailed
from Tasmania, and had attended rhe Royal Australian
Naval College before putting in several years as a navi¬
gator on the merchant ships that plied rhe Pacific. Emi¬
grating ro the United States in 1928, Garry set up a small
school ro teach navigation ro flyers from a sailor's view¬
point. His talent for aerial plotting brought him to rhe
attention of renowned Lieutenant Commander Philip
V. H. Weems of rhe U.S. Navy, who used Garry theories
and calculations in setting up his famous Weems System
of Air Navigation.
Art Goebel and Mrs. Charles A. Lindbergh were among
rhe intense little Australian's distinguished pupils, and he
laid our transcontinental and transocean courses for flyers
like Roscoe Turner and Harold Bromley. As a release from
humdrum classes, Garry was always ready to fly with the
pilots he tutored. Bromley induced him to go along on
his unsuccessful Japan ro Tacoma flight attempt of 1930.
Far out over rhe Pacific the cockpit of Bromley's big
Emsco monoplane was flooded with fumes from a leaky
exhaust ring. Both Harolds were lucky ro survive rhe strug¬
gle to get back ro Japan alive. Yet only a few months
later Harold Garty agreed to try ro fly around rhe world
with Wiley Post. His thirst for adventure, like Post's, was
unquenchable.
Preparations went on for six months, with every last
inch of the Winnie Mae and her Wasp power plant gone
over and double-checked by Lockheed, Pratt 6 Whitney,
and Wiley Post in person. Everyone who ever knew him
remembers how Wiley really loved the Winnie Mae, and
how the slow-moving, laconic Oklahoman always came
alive when he was in or around the white, blue-trimmed
Vega.
To train himself for rhe long hours at rhe controls, Post
practiced never sleeping rhe same hours on any rwo
days of the week. He always said that breaking himself
of rhe habit of regular sleep was far more difficult than
piloting an airplane around rhe world. And for comfort
in rhe sleepless hours to come, Wiley pulled out rhe
straight-backed metal bucket seat of rhe Vega, and re¬
placed it with a nice roomy armchair.
F. C. Hall cheerfully footed rhe bills for the extra ranks
and alterations that went into rhe Winnie Mae. Before
long she had to have a restricted license and rhe oilman
couldn't even ride in his own airplane.
To obtain rhe proper credentials and permissions, Posr
and Garry personally visited the Washington embassies
of all rhe nations over which they expected to fly. Since
Russia was nor represented in 1931, they negotiated
with Moscow through rhe Amtorg Trading Corporation of
New York, and received assurance that rhe Soviets
"would nor deter'' a flight across their territory, nor would
rhey officially recognize it. All rhe bills for gas taken
aboard in the U.S.S.R. were paid in advance through Am-
torg.
After weeks of waiting, Wiley Post and Harold Garry
got away from Roosevelt Field, Long Island, at five
o'clock on the morning of June 23, 1931. They flew
directly to Harbour Grace, where rhey stopped only for
lunch and ro gas up. It was there that Gariy discovered
he'd brought only a dollar with him, which quickly went
for sandwiches. His account of Posr warming up for rhe
Atlantic takeoff gives a typical description of his compan¬
ion:
"Wiley let rhe motor roar our its defiance ro rhe 1,900
miles or more of open water which lay beyond the tran¬
quil harbor. He cocked his one good ear to rhe rune of
the exhaust, and his one good eye was glued ro rhe
tachometer."
With rhe benefit of perfect planning, rhe Winnie Mae
Oil streaks on rhe cowl signal a new record as Harold (lefr), Wiley,
and Winnie Mae pause for a resr.
proceeded ro cross rhe ocean wirh no Trouble, rhe firsr
Lockheed airplane ro fly rhe Arlanric. For Wiley Posr, who
rhe day before had rhoughr Long Island Sound was quire
a srrerch of warer, rhe Arlanric seemed endless. Much of
rhe flying was blind because of fogs and clouds; Wiley
sar our rhe long hours, jusr warching rhe insrrumenrs and
keeping rhe ship srraighr and level. Occasionally Garry,
busy wirh his direcrional calcularions and readings of rhe
drifr indicaror he had invenred, would voice a command
inro rhe speaking rube—"A lirrle more ro rhe righr,
Wiley"; or, "A lirrle more ro rhe lefr."
They flew Through rhe nighr and inro rhe day, and
when Harold's figures showed They were across, Wiley
ducked rhe plane down Through rhe soupy fog and
found a darker shadow emerging as land. He pur rhe
Vega down on rhe firsr airporr he saw, rhe Royal Air
Force's Sealand Airdrome in Cheshire, near Liverpool—
jusr 16 hours and 17 minures our of Harbour Grace, and
having flown righr over Ireland ro England. Since ir was
consrrucred for speed, ir was nor surprising rhar rhe Lock¬
heed made rhe fasresr Arlqnric crossing up ro rhar rime.
Posr was so pleased ar being across all rhar ocean rhar
he had ro clear his rhoughrs ro remember rhar rhe Win¬
nie Mae srill had ro fly on around rhe world. Hopping on
ro Hanover and Berlin, rhe pair gor rheir firsr sleep in rhe
horel ar Tempelhof Airdrome. Drowsy Wiley rhoughr rhe
noisy receprion by rhe Germans more riring rhan flying
rhe Arlanric.
The nexr day's rhousand-mile flighr ro Moscow was
made in nearly ceiling-zero wearher. Armed wirh maps
for visual ground reference, Posr and Garry hedge¬
hopped across Poland, Easr Prussia, and inro Russia. High
winds and rain, added ro no visibility, obliged Posr ro go
on insrrumenrs again, wirh precise insrrucrions from Garry
in rhe back. Finally rhe Sovier capiral city loomed up on
rhe flar horizon Through breaking clouds.
In conrrasr ro rhe cheering crowds in Berlin, There was
only a handful of people ar Ocrober Airdrome ro wel¬
come rhe American flyers ro Moscow. Represenrarives of
an inrernarional culrural group rook rhem in row and
insisred rhey sir down ro a formal, nine-course, four-hour
dinner. Since rhe June dawn arrives over rhe Kremlin ar
2 a.m., Wiley and Harold gor only abour two hours' sleep
before plunging on roward rhe Easr.
The nexr Three days saw Posr and Garry and rhe Win¬
nie Mae winging rheir way across four Thousand miles of
rhe U.S.S.R. Somerimes rhey followed rhe Trans-Siberian
Railroad, bur for rhe mosr parr Harold was always kepr
busy fixing rhe Vega's exacr posirion and calling rhe rurns
of course up ro Wiley.
Posr foughr lack of sleep and rhe monorony of conrin-
uous flighr, bur he never complained. Plunked in his arm¬
chair, he had Trained himself ro rhink only of rhe rask ar
hand, and did ir. Garry suffered mainly from a ravenous
apperire, which he was ashamed ro admir ro his sroic
companion.
Afrer nipping across a corner of Manchuria, Wiley
rhoughr ir mighr be well ro srop for rhe nighr and refuel
ar rhe Siberian ourposr of Blagoveschensk. Oil flares
dimly ourlined rhe warer-covered field. As usual in land¬
ing, Posr admonished Garty ro crawl as far back in rhe
rail as he could, and ro “hang on like hell!" Mushing
down, rhe Lockheed serried on rhe inundared airfield,
whishing up spray like a seaplane. Mud filled rhe panrs
70 REVOLUTION IN THE SKY
ond quickly clogged rhe wheels. Only Wiley Posr's deli¬
cate touch kept Winnie Mae from doing a fast flip os she
slithered and slowed. Trying to keep her going toward a
parch of dry ground proved impossible, and the left
wheel sank into rhe sludge—along with Wiley's heart.
Garry jumped our of rhe cabin into mud a foot deep
and ascertained that rhe Vega, though bogged, by a
miracle was in one piece and upright. While waiting for
the arrival of a promised tractor, hungry Harold got in a
meal, a hot rub, and a nap. When he got back to rhe
airfield with a basket of food for Wiley, he found that rhe
pilot had slogged out to rhe mired Lockheed and was
sound asleep in his chair. Over twelve hours went by
before rhe ground dried sufficiently to release rhe Winnie
Mae from rhe mud. The tractor never did come from rhe
collective farm, so rhe task was finally accomplished by
two droshky horses and a score of grunting, very wet,
and dirty Siberians.
Airborne again, Post and Garry began to think that
perhaps with luck they could win through to New York in
even less rime than they'd hoped. At Khabarovsk they
paused for over rwenry-four hours to renew their strength
with food and sleep, and to check over rhe Vega after
her grueling hours in rhe air and her encounter with
Siberian mud.
On rhe longest jump of rhe flight, nearly 17 hours, they
boldly struck our for Alaska. Hail and rain impeded prog¬
ress, and Garry discovered that rhe Russian maps were
very hazy as to rhe exact locations of mountain peaks, to
say nothing of their elevations, and Post remarked that
"the country was wild enough to scare Dan'l Boone.''
Beyond rhe international dare line through the Bering
Straits rhe pair had rhe novel experience of living over
again a day just past.
With their landing on rhe sandy beach at Solomon,
Alaska, rhe flyers were back on U.S. soil. Here again rhe
flight was nearly ended. While taxiing for takeoff, rhe
Winnie Mae stuck in rhe soft sand, her rail lifted, and
rhe whirling propeller smacked rhe ground. Anxiously,
Post jumped down to survey rhe bent propeller rips, and
then proceeded to straighten them with a wrench, a
broken-handled hammer and a big, round stone.
The engine was still hot when Harold Garry swung rhe
mended prop to prime it. The Wasp backfired and the
flat side of rhe blade caught him on rhe shoulder. Bruised
and momentarily dazed, rhe plucky navigator got up
and resolutely climbed back aboard the Vega. Soon the
ship was off rhe shifting sands of Solomon and following
rhe Yukon River up to Fairbanks. Here, while weary Post
and aching Garry snatched four hours of sleep, Alaskan
Airways mechanics installed a new propeller they hap¬
pened to have in stock.
On rhe homestretch now, rhe pair set our for Edmon¬
ton, Alberta, dodging Alaskan mountains and then blast¬
ing for hours through a prairie downpour. Blarchford Field
at Edmonton was thoroughly soaked. Looking down,
Garry said a little prayer: "Oh God, nor Blagoveschensk
again!''
Wiley set rhe Vega down and, without pausing, half
taxied, half flew her to the concrete hangar apron. By
this rime rhe eyes of rhe world were on Post, Garry, and
their Winnie Mae, for rhe flight's progress was being re¬
ported on hourly radio bulletins. Busy flying around rhe
world, rhe men were nor prepared for rhe public reaction
that burst over them or Edmonton. In rhe turmoil of pho¬
tographers, radio announcers, reporters, and official
greeters, somebody stuck a microphone in front of the
pilot, whose mind was already occupied with thoughts
about mud-soaked airfields. "Say something, Mr. Post!"
came rhe entreaty.
"I'm tired of sirring down," grunted Wiley.
"We're tired and we're dirty," added Harold, "and nor
much to look at, anyway."
They rested while Edmontonians worked all night to
clear a suitable paved runway for rhe Winnie Mae. They
rook down all rhe electric cross-wires on the two-mile
concrete stretch of Portage Avenue that leads from air¬
port to city, and hauled rhe Lockheed over for takeoff.
In rhe dawn light, Post let rhe Wasp out and charged
full tilt down rhe street. He'd never seen anything like it,
and got a new idea of ground speed as curbstones, hy¬
drants, and light poles flashed by the wing tips. Then rhe
white monoplane lifted and was off in a climbing turn
over rhe city, bound for New York.
After a brief stop in Cleveland, Post and Garry landed
rhe Winnie Mae back at Roosevelt Field late in rhe eve¬
ning of July 1. When they climbed our, pandemonium
let loose, and rhe bone-weary and disheveled men were
nearly mobbed by a seething, cheering crowd, a spon¬
taneous demonstration of acclaim that reflected rhe re¬
lief, joy, and admiration of Americans everywhere.
It was the greatest thing since Lindbergh. The majestic
Graf Zeppelin was just a poky old paddle wheeler. Wiley
Post, Harold Garry, and Winnie Mae had flown around
rhe world in only 8 days, 15 hours, and 51 minutes.
The excitement that followed rhe Post-Garry achieve¬
ment naturally brought new contenders for rhe record.
Most of rhe flyers who planned hops across rhe Atlan¬
tic, either on paper or in actuality, now added vaguely,
"... and I'll probably fly on around rhe world."
Clyde Pangborn and Hugh Herndon tried, but their
Bellanca was much slower than a speedy Lockheed.
After delays in crossing Siberia they turned from plans to
fly around rhe world and made rhe first successful, and
prize-winning, flight from Japan to rhe United States.
Owners and pilots of Lockheed planes looked long¬
ingly into rhe possibilities of breaking round-the-world
records, but usually gave up the idea when they found
our how much money, careful preparation, international
 GIRDLING THE GLOBE
Time our from rhe limelighr ro ger a fresh point job and the legend
of her achievements—so far.
srnng-pulling, knowledge, ond real sramina would be
required. Any derailed study of whor Wiley Posr and Har¬
old Garry did always produces even greater respect for
rheir abilities.
But one determined pilot tried twice. He was James J.
Mortem, a handsome young daredevil from San Angelo,
Texas. Only twenty-six, Jimmie Mortem hod been a foot¬
ball player and donee-band drummer, and was a grad¬
uate from rhe Army Air Corps's Kelly Field. His wide grin
and wavy dark hair were familiar ro Hollywood's stunt-
flying fraternity, ond later ro early airline passengers who
droned across rhe plains of Texas. When San Angelo's
Cromwell Airlines quietly folded, Jimmie acquired rhe
company's best ship, a Lockheed Vega, and used it for
charter service our of Fort Worth. The long-distance bug
had really bitten him in 1931 as a result of being pilot of
rhe refueling plane for rhe a I most-successful Keg Rob¬
bins—Honk Jones flight ro Tokyo.
A lieutenant in the Reserve, Marrern met Bennett Grif¬
fin in Fort Worth while both men were purring in some
training time. Bennie Griffin was an Oklahoma City pilot
who'd made a good try in rhe Dole Race ro Hawaii in
1927, but had been forded bock ro Oakland with an
overheated engine. He still wanted ro vindicate himself
with a record flight of some Lind, and by reaming with
Martern and rhe Lockheed, rhe chances looked good.
It took only ten minutes for rhe two Reserve officers ro
agree on making a round-the-world flight, but rhe actual
prepororions rook ten months. Mortem and Griffin found
themselves rhe heads of a business enterprise—soliciting
funds, arguing over contracts, and musing about fuel
79
deposits, visas, and permits. The thorny question of flying
over Russia was serried with a $1,500 advance ro rhe
Soviets, for which they were ro furnish gas, oil, and aid to
rhe world flyers at selected landing spots. Most of rhe
financial backing came from oilmen in the Southwest
who saw in Marrern, Griffin, and their Vega a sporting
competitor to rheir friend F. C. Hall and his Winnie Mae,
being flown by Wiley Posr.
Christened Century of Progress in honor of rhe upcom¬
ing World's Fair in Chicago, the blue-and-white Lockheed
was carefully prepared for her journey. Installation of a
rear cockpit in rhe fuselage just aft of rhe trailing edge of
the wing, containing a duplicate set of instruments and
controls, mode this rhe first and only dual-controlled
Vega ro take ro rhe air.
Jimmie and Grif got away from Floyd Bennett Field on
Long Island at 5 am. on rhe morning of July 5, 1932.
Nearing Newfoundland, they ran into real pea-soup fog
and lost three hours looking for a hole through which ro
ger down and land at Harbour Grace. They refueled and
then Marrern, nor wishing ro tarry, got rhe Vega rolling
and took off into another fogbank. Our over rhe Atlantic
rhe boys spelled each other at rhe controls, and kept
going east either through rhe fog or above it.
Marrern and Griffin never saw the ocean, bur they
spanned it in rhe record rime of 10 hours and 50 min¬
utes, a mark which stood for six years. Wistfully they
passed up a landing in England ro bore through more
fog over the North Sea and continue on to Berlin. This,
too, was a record: rhe first direct flight from America to
rhe German capital. At Tempeihof they rook a brief rest,
wolfed down a couple of steaks, and set our again.
Despite rhe speedy beginning, rhe Century of Progress
never reached her next scheduled stop. Posr and Garry
hod been plagued by hellish weather beyond Berlin, but
eo REVOLUTION IN THE SKY
Cenrury was bearing the Post-Garry rime when a hatch srarred the
trouble rhor ended this way
Marrern and Griffin went bombing along Toward Mos¬
cow, by The light of a full moon. Then, wirhour warning,
the metal-edged hatch over Jimmie's head tore loose
and went hurtling back against the rail of the ship. Fight¬
ing to control the damaged stabilizer, Marrern searched
for a landing place. Below was a broad field with scat¬
tered haystacks that looked as good as any. He brought
the Lockheed in for a fast landing to keep control. She
Everybody else says they did fine: bandaged Jimmie (left center)
and Grif get congratulated during a stop in Germany on rheir way
bach home.
touched, rolled, and then the wheels sank in the soft
ground to flip the plane over with a splintering crunch.
The marshy field in which the Martern-Griffin flight ended
so abruptly was at Borisov, a few miles inside the U.5.5.R.
Shaken and soaked with gasoline, the men crawled
out of the torn and twisted Vega and surveyed the
wreckage.
"Twenty-five thousand dollars gone, and failure—all
because of a loose hatch," muttered Jimmie. Then reac¬
tion set in, and he and Bennie were both violently sick.
The flyers considered rheir attempt a flop, bur Euro¬
pean cities gave them great ovations and receptions in
recognition of rheir fast Atlantic flight to Berlin. With rheir
fee already in hand, the Russians even underrook to
crate up the smashed remains of the Century of Progress,
and return them to the United States.
Jimmie Marrern had a new idea for the next year, bur
he kept it very secret. He found some new money in
Chicago and hired Fred Fetrerman, known as "the best
man on Lockheeds in the East," to work in a hangar at
Floyd Bennett Field to rebuild the wrecked Cenrury. The
damaged wing was mated with the fuselage taken from
a Vega, one of three so-called Sranavo Eagles owned
and flown by the Standard Oil Company of New Jersey.
The striking paint job it once wore was the inspiration for
a new version, applied with artistic derail to the rebuilt
Cenrury-. a giant, glowering red eagle was outlined on
both sides of the blue fuselage, with his painted pinions
spread over the white wings and his fearsome talons
reached our to grip the wheel pants.
The trusty Wasp engine from the original Cenrury was
supercharged now and tuned fine by Pratt & Whitney.
Also installed on the beak of the red-whire-and-blue bird
was a Hamilton controllable-pitch propeller to swing. Into
the cabin and wings went special ranks, including two
that had formerly served the Winnie Mae, and some
 GIRDLING THE GLOBE
from Amelia Earharr's rransarlanric Lockheed.
Meanwhile, ro a rrusred few, Jimmie leaked his big
secret. This year there would be no Bennie Griffin ro
check his navigation, spell him at the controls, or give
him cheerful repartee. The tall Texan was going ro at¬
tempt the first solo flight around the world. This was the
reason for his months of roadwork and calisthenics, to
prepare himself physically, and for the hours spent study¬
ing advanced navigation so he could find his way around
the globe.
Martern dropped into the Cenrury's cockpit on June 3,
1933, for another one of those dawn takeoffs. The re¬
porters nearly went wild when they finally learned that
Jimmie was going alone, and would attempt to get off
with a gross weight of 9,150 pounds. Firing up the Wasp,
Jimmie taxied our on Floyd Bennett with 701 gallons of
gas aboard. He poured on the coal, eased more than
four and a half tons of wood, metal, and gasoline into
the sky, and streaked into the northeast.
Our over the Atlantic for a second rime, Jimmie en¬
countered the perils met by his predecessors. Ice formed
on his wings. To get rid of it in a hurry he pur the Vega
in a power dive, and down she went, gathering momen¬
tum with the load of sleet. At 2,000 feet he gingerly tried
to level off.
CRACK!
With a report like a cannon, the thin plywood covering
on one wing split from spar to spar. Jimmie sat frozen,
expecting the whole wing to rear off at any moment.
Now he was down on the deck, flying blind about three
hundred feet above the fog-shrouded, black water. The
ice began to melt away. After five minutes the rigid pilot
decided the wing was going ro hold.
Dawn brought some relief, bur the Cenrury of Progress
wasn't across the Atlantic yet. Martern got her back up ro
6,000 feet—only ro hove the engine quit. In the sudden
silence he frantically pushed and pulled the throttle,
steadily losing altitude. Perhaps leaning the mixture
might have made the Wasp backfire, bur Jimmie didn't
think of it. He just couldn't think of anything. Eight
hundred feet above the ocean she did backfire, all by
herself. Fairer—backfire—then the revs started and the
engine rook hold. Once more Jimmie Martern was sure
his heart had stopped completely.
Fighting ro avoid more fog and storms, the flyer found
himself edging north of his original planned course ro
Paris or Berlin. Finally he identified a rugged strip of coast
as Norway and started in search of Oslo. Shaken and
unable ro compute his navigation tables properly, the
exhausted Texan landed at Jomfruland Island on the
shore of the Skagerrak. Somehow he pur the Vega down
safely on a boulder-strewn beach.
For several hours Jimmie Martern, curled up sound
asleep in a lighthouse keeper's cottage, did nor know, or
care, that he had just flown 4,100 miles, a new solo
01
The Marrern grin ond rhe fierce new Cenrury in 1933.
nonstop distance record, and completed rhe first direct
air trip from New York ro Norway.
Horses hauled rhe grounded Lockheed ro a better
stretch of beach, and a revived Marrern left for Moscow
after a short stop at Oslo. In rhe Russian capital he
patched his split wing. He also discovered rhe cause of
rhe heart-stopping engine failure over rhe Atlantic a tiny
piece of straining felt had temporarily clogged rhe gas¬
line.
Jimmie had three hours of sleep and took off at mid¬
night for Omsk, thundering over rhe Urals in an inky
storm with lightning snapping at his wing rips. His tired
body was temporarily refreshed by a sauna bath at
Omsk, bur rhe pace was beginning ro tell on both man
and airplane. The quick succession of 1,800-mile solo
hops was too much.
In his own recollection, Mattern's flight soon became a
vague series of landings, takeoffs, and accidents. There
had been a damaged shock cord at Omsk. Next, on rhe
way to Chita, a gasline broke, and Jimmie nearly passed
our from rhe fumes. In rhe ensuing forced landing he
damaged rhe Cenrury's rail, and had to wait while Sibe¬
rian mechanics were sent ro fix it—using iron rods and
shoe boxes, all carefully glued in place with a fabric of
old shirts. On rhe next hop of 2,000 miles rhe fagged-out
pilot was unable to concentrate enough to find rhe way
to Khabarovsk,- he decided ro pur the ship down in the
Amur River and call it a day. Martern piled pillows around
his head to reduce injuries and brought rhe Vega in over
a low, treeless island in midriver, fully expecting ro
ground loop in the soft sand. Surprisingly, rhe ship
touched and rolled to a safe stop. Trembling with relief,
Jimmie crawled our and fell fast asleep on rhe ground.
02 REVOLUTION IN THE SKY
He awoke ro find himself surrounded by curious Sibe¬
rians who had crossed ro rhe island in rowboars. They
appeared delighted by rhe presence of this mechanical
eagle, which had dropped in, and arranged a supply of
rracror gasoline and crude oil ro speed Marrern on his
way. Clanking and belching smoke, rhe ill-used Wasp
managed ro haul Jimmie and rhe Vega on ro Khaba¬
rovsk.
Ar rhe Siberian jumping-off place for Alaska, Marrern
was restored with food and sleep and hearrened by his
continued, and phenomenal, good luck in rhe face of
mishaps. Jimmie was already well behind rhe Posr-Garry
rime, bur still had hopes of serring a solo record rhar
would be difficult ro rop. He rook off for Nome ar 4 am.
despire adverse wearher forecasts. Sure enough, a solid
wall of icy clouds 800 miles our turned him back rhe
whole weary way ro Khabarovsk and rhe need ro make
a fresh srarr.
On their second try rhe Vega and its game pilot gor
across rhe Sea of Okhotsk, over rhe badly mapped Sibe¬
rian mountain ranges, and wirhin four hours of a return
ro rhe American continent. Then, over rhe desolate Arctic
rundra near rhe Anadyr River, rhe oil lines froze and rhe
luck of Jimmie Marrern's solo world flight finally ran our.
His crash rhe previous year had him srill worried abour
flipping over, so Marrern rried an unorthodox maneuver.
He flew rhe faltering Vega, wide open, close ro rhe
ground and knocked off rhe landing gear. Then he belly-
landed rhe ship on rhe frozen rundra, sliding along like
The eagle Vega bites rhe dust on Arctic rundra, and this rime no
parrs ger shipped home ro be used again.
a roboggan rill rhe engine was forced back and buckled
under as she stopped.
Except for a sprained ankle, Jimmie was safe and in
good shape. Dur with only rhree chocolate bars ro ear,
his siruarion on rhe deserred plain soon became desper¬
ate. For a few days he lived in rhe wrecked Lockheed.
Then he hobbled down ro rhe wide Anadyr River in
hopes of rescue. He fashioned a grass hur, insularing ir
with his maps, and slepr fitfully on rhe warm ashes left
by his fires unril rhe frosr seeped through again ro wake
him. Thousands of mosquitoes swarmed abour him.
For food, Marrern ar lasr shot a duck, only ro have ir
srolen by gulls while he went back ro his plane for an
engine cylinder ro use as a cooking pot. A muskrat
proved almost inedible, as did some eggs he found.
Seeking ro move ro a berrer position from which ro ar-
rracr attention, rhe srranded flyer made a rafr from drift-
wood, lashed by control cables from rhe Vega. Ir soon
capsized in rhe icy warer and floated away. When Jim¬
mie tried ro dry himself his clothes caughr fire and he
had ro jump again inro rhe frigid river.
A second makeshift rafr finally floored rhe determined
Texan ro an island in midstream. On his fourteenth day
alone he built a fire which caughr rhe underbrush and
soon swept rhe enrire island. Smoke and flames ar lasr
arrracred a family of Eskimos who were making rheir
annual trip down rhe Anadyr, and Jimmie was saved.
The hungry pilot had been dreaming of orange juice and
a salad, bur was very happy ro partake of dried fish. The
Eskimos rook him downriver with them, fascinated by rhe
zipper of his heavy flying suir. Ir was July 5 before they
reached rhe Bering Sea rrading post of Anadyr, and rhe
world learned rhar Jimmie Marrern was alive after all.
There were srill complicarions in gerring rhe lucky flyer
Never-say-die Jimmie Mortem rakes tea wirh friends while he waits
for a Russian lift ro Nome.
bock ro American soil. He hod friends wirh planes in
Nome, bur rhe Sovier governmenr insisred rhar one of
rheir own flyers should be allowed ro bring Marrern our
of Siberia. They disporched a crock Army pilor, Sigmund
Levenevsky, clear across Russia from rhe Block Sea wirh
o seaplane ro fly Jimmie over ro Nome. While wairing
for Levenevsky, Marrern and on English-speaking Russian
wenr back rhe eighty miles up rhe Anadyr River and
salvaged rhe engine and instruments from rhe wrecked
Century of Progress. They were crared for shipment ro
New York, via Moscow, bur Jimmie never sow rhem
again.
Marrern breezed into New York City on July 00, 1930,
fifty-seven days ofrer he'd lefr in rhe orher direction. He
was flying a borrowed Lockheed, rhe meral Sranavo
Vega, pointed like Jimmie's Century ro resemble an
eogle. Ir was en roure from Toronto rhar Marrern mode
rhe firsr international radio broadcast from an airplane.
While Jimmie Marrern of Texas was preparing for his
solo effort, Wiley Posr of Oklahoma gor bock in rhe lime¬
light wirh rhe Winnie Mae. The famous Vega now be¬
longed ro Wiley, os irs generous owner, F. C. Hall, hod
given him rirle. Posr announced rhar he proposed ro fly
around rhe world again—this rime alone.
Jimmie Morrern trained himself rigorously wirh early
morning roadwork and calisthenics. Wiley's physical
preparations consisted of his own peculiar methods of
sleep training, or "un-rraining." When told how Jimmie
was hardening up his muscles, Posr wryly remarked rhar
rhe muscles Morrern was hardening "weren't rhe ones
he was going ro sir on during a solo rrip around rhe
world.'' The quiet Oklahoman would ofren go on all-
night fishing excursions with congenial company and a
couple of bottles of beer.
Posr certainly had a high regard for Harold Garry, bur
he decided ro dispense wirh a navigator for rhe 1900
arrempr. The available charrs of Russia were practically
useless, and much of rhe long rrip would be sear-of-rhe-
panrs flying or low altitudes anyway. Wiley intended ro
pur his fairh in something new: rhe Sperry Automatic
Pilor. This lirrle block box, developed by gifred inventor
Lawrence Sperry, would faithfully hold a plane on course,
even while rhe pilor catnapped.
Installing rhe auromaric pilor in rhe confines of rhe
Winnie Mae's cockpit was no mean fear, and or one rime
six men from rhe Sperry planr were crowded inro rhe
Vega, rwisred like prerzels os rhey conducted coreful
ground resrs of rhe device. A directional radio, lent by rhe
U. S. Army, was another valuable asset. And ro reduce
lubrication problems, Prarr & Whitney service representa¬
tive Roy Peck hooked up eighteen pieces of copper tub¬
ing wirh grease firrings, so rhe pilor could grease rhe
engine's rocker boxes directly from his cockpit sear. Posr
hod a fuel and advertising agreement wirh Socony-Vac-
uum Oil for this trip, and rhe firm's Flying Red Horse
trademark appeared on the repainted Winnie Mae.
Jimmie Morrern hod gone, been losr, and finally re¬
ported safe by rhe rime Posr was satisfied rhar his Lock¬
heed was ready ro fly. On Saturday morning, July 15,
1900, he lifted rhe Winnie Mae off Floyd Bennerr Field in
jusr 29 seconds, using only 1,900 feer of runway in "the
best takeoff ever seen of any Atlantic flyer."
Prarr & Whirney's Lionel Clark, who hod been handling
Wiley's plane and preparations os well os his engine, was
ready ro go ro bed for two days. "And rhere was Wiley,
04 REVOLUTION IN THE SKY
The P&Wmodified Wasp C now displayed wirh Winnie Mae in rhe
National Air Museum, powered rhe Vega throughout her entire
career of record-making flights.
Post ready in July 1933: Winnie Mae has a cabin full of solo equip¬
ment, new lower hatch.
bright os a daisy, starring out to fly around rhe world!"
recalls Clark.
Partly by dead reckoning, and partly by tuning his radio
to a special broadcast pur on by a London radio station,
Post shot up to Newfoundland, across rhe ocean, and on
to Tempelhof Airdrome in 25 hours and 45 minutes.
Wiley and his Lockheed Vega were rhe first man and
airplane to fly nonstop from New York to Berlin.
Using the autopilot, Post had plans for a global circuit
in just five hops: Berlin, Novosibirsk, Khabarovsk, Fair¬
banks, and New York, wirh maybe a stop in friendly Ed¬
monton "if he was tired." He made the first one all right,
but had to compromise on the rest. All the way, it was a
15,596-mile trip.
Violent storms forced the one-eyed pilot to land in
both Konigsburg, Germany, and again at Moscow. The
Sperry pilot, good as it was, conked our twice, leaving
rhe flying over rhe great Russian hinterlands strictly up to
rhe wonderful Post stamina. It was finally repaired by
Siberian mechanics at Irkutsk, who also soldered a leaky
oil line while rhe Oklahoman snatched a few hours of
sleep. After waiting our a rainstorm, Post roared into Kha¬
barovsk ahead of schedule. It was amazing, bur he
began to see that he had a chance not only to establish
a solo record, but to bear his own mark, rhe one set wirh
Garry two years before.
Wiley headed up rhe Siberian coast toward rhe Bering
Strait with his autopilot functioning perfectly. The faithful
Wasp droned on and on, and the white, blue-winged
Vega passed high above forbidding mountains, seas,
and Arctic rundraland, her human pilot nodding but con¬
fident.
 GIRDLING THE GLOBE
The interior of Alaska was a jumble of mounrains and
streams rhar were hard ro identify. Which was the
Yukon? Wiley circled and peered, and or lost mode our
a landing strip beside sonne radio rowers. He come
around, lined up on what passed for o strip—it was only
700 feet long—and set the Vego down. The Winnie Mae
bounced, rumbled along, shed o wheel pant, cracked
her landing gear, ond went up on her nose in the grovel.
It looked like the end of Wiley Post's solo trip around
the world. The controllable-pitch propeller hod dug in
and was bent beyond repair. The place where Wiley had
come down was Flat, Alaska, a remote mining comp.
All the miners in Flat wonted to help. They pur Post ro
bed in the radio shock ond mode temporary repairs ro
the crocked landing gear. Then they relayed o message
to Fairbanks asking for more-specialized oid. It was vet¬
eran bush pilot Joe Crosson who got the word, found an
old fixed-pitch propeller, then flew it to Flar along with
two mechanics ro help install it while Post slumbered.
They worked all night removing the bent prop and in¬
stalling the substitute. Joe led Winnie Mae in ro Fairbanks
for o stopover, then Wiley wos off again six hours later.
The weather on the Alaskan-Canadian border gave
05
Posr and his plane one last punch. The clouds hung low,
the rain come down in sheers, and pilot and autopilot
flew blind for seven hours. As it hod on his flight with
Garry, mud awaited him at Blarchford Field in Edmonton.
There Wiley rook o rest, guarded by Mounries as he lay
with on icepack on his head, which ached from high
altitudes. The Vega was fueled and trundled over onto
Porrage Avenue, for a repeat of his touch-and-go depar¬
ture two years earlier. Soon he was flashing past light
poles again for another takeoff down the street, straight
toward the city.
Late rhar night the Lockheed and Wiley Posr touched
down at Floyd Bennett Field in New York, ro be greeted
by a thunderous reception.
The unbelievable had happened The little man with
the white eyeparch, all alone, had piloted a single-
engined airplane all around the world in just 7 days, 18
hours, and 43 minutes. Racing over wide oceans and
broad continents, Wiley Post and the Winnie Mae had
cur twenty-one hours off their previous record, and
gained for all time a place among aviation's immortals.
 10
I r was a certainty from the firsr rhar Lockheed planes
would be used ro establish other types of records in
addition ro those for long-distance and rransocean
flying. During the routine use and resting of the
ships, there were many opportunities that could nor
be ignored.
Not long after the establishment of the factory in Bur¬
bank, the Lockheed company had a persistent visitor.
Out of a job, and enamored of the speedy streamlined
ships that were regularly appearing at the shop doors,
ex-Army pilot Herbert J. Fahy hung around the front office
for weeks. Short, wavy-haired Herb was a fine fellow, bur
nobody knew much about his flying ability. Allan Loug-
head occasionally gave him short check hops and ferry
jobs just ro keep him off the doorstep. Fahy undertook
every such chore with enthusiasm.
06
Wirh production increasing, Lockheed couldn't go on
using the part-time services of airline pilots like Larry Fritz
or Dole Race winner Art Goebel. A regular factory test
pilot was needed to make first flights, demonstrations,
and an occasional sales junker. Herb Fahy's doggedness
finally won him the assignment.
The former lieutenant turned out to be a pretty good
choice. In addition ro his persistence and growing expe¬
rience, he had another asset useful to Lockheed public¬
ity. This was his wife, Claire, a "pert and comely aviatrix,"
in the language of the twenties. As The Flying Fahys the
couple attracted attention both ro themselves and their
demonstrator wherever they flew. Dark-haired, bouncy
Lee Shoenhoir after he and Miss Silvertown flashed over a Florida
beach ro cop six world speed marks in 1930.
Mrs. Fohy was quire likely rhe firsr woman ro rake rhe
conrrols of a Lockheed Vega.
A resr pilor, wirh big rhings ahead, Fahy had high
hopes of joining rhe ranks of rhe rransarlanric flyers and
globe-rrorrers. Though rhis was nor ro be, Herb did esrab-
lish a mark unique in Lockheed hisrory: over May 28-29,
1929, he chalked up a world's solo endurance record,
made wirhour refueling.
Using a srock Whirlwind-powered Lockheed rigged
wirh auxiliary ranks, Fahy ralked rhe ever-willing Richfield
Oil Company of California inro supplying his 435 gallons
of gas. In rerurn rhey gor a pair of Richfield—the Gasoline
of Power decals slapped on rhe fuselage where rhey
would show up nicely in news phorographs.
Herb liked ro fly in old sneakers, a bear-up jacker, and
a green celluloid eyeshade ro shield his wide brow from
rhe encroaching California sun. In rhis ourfir, and packing
sandwiches and coffee, he climbed aboard rhe srock
demonsrrarion Vega ar Los Angeles Merropoliran Airporr.
The rakeoff was rricky, for rhe ship's 41-foor wing had
ro lifr a roral of 5,888 pounds. Afrer rhar, all rhe resr pilor Weary Herb Fahy blinks in rhe sunlighr as helmered wife, Claire
(righr of propeller), rushes ro greer him afrer his nearly 37-hour
had ro do was ro ser rhe Vega level and circle around
endurance flighr in May 1929. Fahy died in crack-up of Sirius dem-
and around rhe Los Angeles Counry landscape—and onsrraror rhe following year.
keep awake. This wenr on all day, all nighr, all rhe nexr
day. Fahy are lighrly and sipped his java sparingly. The
nighr hours were of course rhe worsr, parricularly when In a hazardous profession, ir was inevirable rhar Herb
rhe navigarion lighrs of rhe plane failed and rhe pilor should have his share of crack-ups working for Derroir-
conrinued on in rhe dark. He srayed well above and Lockheed. He twice escaped unhurr when Vega dem¬
away from rhe hills, always keeping rhe airporr lighrs in onstrators were washed our, and miraculously suffered
sighr. Wirh daylighr, rhe hours dragged and rhe Whirl¬ only a broken elbow in rhe crash of rhe second Explorer
wind engine droned on and on, and Herb's eyes foughr City of Tacoma. Then tragedy srruck ar lasr on April 25,
ro sray open under rheir shade. Jubilanr warchers below 1930. Demonsrraring a brand-new Sirius, Herb and Claire
cheered and signaled as rhe orange Vega passed rhe rried ro ger off from a rough field ar Roscommon, Michi¬
old official mark and conrinued irs endless circling for gan. The low-winged plane srruck a brush pile, nosed
more rhan an hour beyond rhe unofficial record. Ar lasr, over, and crashed on irs back. Claire Fahy was uninjured,
and wirh irs gas ranks nearly empry, Fahy ser rhe Lock¬ bur Lockheed's firsr chief resr pilor died in a hospital wirh¬
heed down. our regaining consciousness. Mrs. Fahy was killed larer
Herb's eyes were jusr slirs when he cur rhe fairhful rhe same year, when rhe engine of her Waco Taper
Whirlwind and clambered our. In chic flying rogs, Claire Wing stalled on rakeoff ar Tonopah, Nevada.
Fahy broke Through rhe crowd ro hug rhe record-breaker. Nor so arrracrive ro rhe public as competitive racing,
He'd been airborne, oil by himself, for 36 hours, 56 min- bur important ro engine and aircraft manufacturers,
ures and 36 seconds. were speed trials against rime. Speed resrs for a certified
Though he coaxed dozens of Lockheeds alofr on rheir world's record were costly and exacting projecrs because
maiden flighrs, rhe endurance resr was rhe high poinr of rhey meanr close supervision by qualified observers and
Herb Fahy's career. He rried unsuccessfully for rhe rrans- rimers who were accredited by both rhe Narional Aero¬
conrinenral record in Lockheed's Air Express Black Hornet; nautic Association (NAA) and rhe fifry-rhree-narion Fed¬
he ralked abour a flighr from New York ro Rome. Then eration Aeronaurique Internationale (FAD. Official rimers
he and Claire were going ro fly around rhe world in less were supposed ro receive a $25 fixed fee, bur many
rhan rhe twenty-one days required by rhe Graf Zeppelin. dedicated persons donated rheir services in order ro be
Bur, as for so many such projecrs, financial backing was on hand where aviation hisrory was being made.
nor forrhcoming. The Flying Fahys kepr on wirh rheir jobs Many American pilots gor rheir firsr experience wirh
—Herb flying Lockheeds for Derroir Aircraft and Claire rhe metric sysrem during rime trials. Bags of sand for rhe
demonsrraring Easrman Flying Yachrs for anorher branch loads were weighed our in kilograms on approved
of Derroir's loosely knir amalgamarion of aircraft compa¬ scales,- exacr courses were carefully measured in kilome¬
nies. ters. Special watches were used, and barographs in-
06 REVOLUTION IN THE SKY

sralled in rhe airplanes ro affirm rhar rhe runs were made

Amelia Eorharr wirh rhe man ro satisfy—NAA timer Joe Nikrenr.
ar specified alrirudes. Satisfy him she did, as rhe drawing and headline of a Lockheed
Leland F. Shoenhair, chief piior for rhe B. F. Goodrich advertisemenr (borrom) indicare.
Company, scanned some of rhe hundreds of records on
rhe inrernarional books and decided ro give rhe Unired
Srares a berrer represenrarion. Lee had in mind rhe speed
records wirh various exact payload weighrs held by a
Brirish De Havilland Hound and a French Nieuporr-
Delage. Goodrich's Vega, rhe Wasp-powered Miss Siiver-
rown, should be able ro do berrer than rhe exisring marks
of almosr 160 mph ser by rhe European airplanes.
As a good srraighraway course for his arrempr, NAA
picked a srrerch of Arlanric coasrline between Mayporr
and Sainr Augustine, Florida. Ir was already a favorite spot
for automobile speed trials, for its long, level beach mea¬
sured rhe prescribed 50 km, or approximately 31 miles.
Shoenhair came down from Ohio in rhe whire, blue-
trim med Lockheed, its supercharged Wasp engine tuned
and ready for rhe speed runs. Officials sacked our bags
of whire Florida sand, and stowed 550 kg (1,102 lbs)
around rhe center of graviry in Miss Silverrown's cabin.
Then, delicate stopwatches in hand, they manned pylons
ar rhe ends of the beach, and kept in rouch by tele¬
phone.
The rubber company's piior blasted the Vega around
five laps of the course. Despite rhe drag of an unlatched
cabin door, he ser rwo world's speed-load records on
February 18, 1930. Four more marks fell rwo days later
when the sandbags were increased ro 1,000 kg—over a
ton. Lee's best rimes were an average speed of 185.452
mph for 100 km (62 miles) carrying 500 kg, and 175.997
wirh 1,000 kg.
Flying rhe shoreline route straight and level, back and
forth, Shoenhair urged every ounce of speed from rhe
Vega, flashing over rhe heads of rhe rimers for over four
hours. People on rhe beach ar Jacksonville thrilled to rhe
sight of rhe bulier-shaped Lockheed rearing along just a
few feet above the sand, engine roaring wide open.
"Here he comes!" they yelled; and, almosr in rhe same
breath, 'There he goes!"
Lee flew back ro Akron wirh rhe successful speed-load
rime trials in rhe bag and resumed his routine duties as
pilot for rhe Goodrich company. Lockheed, Pratt & Whit¬
ney, and rhe Unired Srares all had six new world's records
ro boast of—and did.
In rhe meantime, America's "first lady of rhe air," Ame¬
lia Earhart, was nor resting in her efforts to put women in
aviation on an equal footing wirh men. In November
1929 she was in California, and welcomed her first
chance ro fly a Vega wirh rhe greater horsepower of rhe
Wasp engine.
The factory pur ar her disposal a cowled and panted AMELIA EARHART-
demonstrator just rwo days our of rhe shop. This was a
7/first lady of the air77
gleaming whire Vega Executive model, complete wirh
chemical toiler and stenographic equipment. Amelia rev- Flies a Lockheed-Vega
 LONGER, FASTER, HIGHER
eled in rhe pep of rhe 425 horses up fronr, and ir was
easy ro ger her ro rry ro bear rhe exisring women's speed
record of 156 mph.
Wirh bespecracled Joe -Nikrenr of NAA ro rime her,
rousle-haired Miss Earharr whipped rhe sporless Vega
around an abbreviored 3-km course ar Los Angeles Mer-
ropoliran Airport, averaging 184.17 miles an hour. Ir was
Amelia's firsr official record as a pilor, and her elarion is
reflected in her orherwise marrer-of-facr logbook: "Speed
run, 197 mph on one leg. Hooray!"
The following June, America's besr-known woman
flyer gor anorher crack ar rhe inrernarional records for
women. She wenr ro Michigan ro fly rhe firsr Duralumin-
fuselage Vega rurned our by rhe assembly shops of De-
rroir Aircrafr, resting a new NAA course near Grosse Isle
Airport south of rhe dry. The sun gor in Amelia's eyes
during rhe firsr rrials: she whacked a bird and then missed
a pylon. The next day brought berrer results.
Though nor as fast as rhe wooden Lockheed she'd
flown ar Los Angeles, rhe meral job performed admirably
wirh varied loads and distances, and set up rhree more
records for Miss Earharr—who was now, without ques¬
tion, rhe world's speediest woman.
Drown-haired, blue-eyed Rurh Nichols wasn't blessed
with eirher rhe insranr fame or rhe financing Amelia
acquired so readily, bur she was just as determined ro
make her mark. Friendly comperirion berween rhe rwo
began during rhe Women's Air Derby of 1929, and for a
while borh girls were our after any and every record they
could establish. Amelia's publicity was ready made, and
sponsors sought her our. Ir was different wirh Rurh:
though ir wenr againsr her quier Quaker instincts, Miss
Nichols had ro court rhe headlines in order ro attract
financial backing. Her situation was emphasized by rhe
legend below rhe cockpit of her Vega, The New Cincin¬
nati: This Ship Is Loaned to Miss Ruth Nichols dy the Crosley
Radio Corporation.
In their forrhrighr efforts ro ser records, make "firsts,"
and "bear Amelia," Rurh and her brillianr aeronautical
advisor Clarence Chamberlin thought of all rhe angles.
Spring of 1931 found rhem preparing rhe Crosley Vega
for Rurh's projected transatlantic flight, and they needed
ro know just whar rhe ship would do. They were con¬
stantly resting such innovations as adjusrable-pirch pro¬
pellers, high-compression .pistons, bigger and berrer
superchargers, all in addition ro other special gear.
The Earharr speed record loomed large as rhe one ro
bear. Colonel Chamberlin devi'sed new wire-braced land¬
ing gear for rhe Cincinnati and firred rhe Goodyear Air-
wheels wirh small, close-firring wheel panrs. To avoid all
possible drag, even rhe door handle and rhe shoe on rhe
rail skid were removed. The souped-up Wasp engine,
wirh an injection sysrem of pure oxygen, was rated ar
600 hp. Tuned ro rop shape, borh engine and airplane
09
responded promptly ro rhe slightest whim of rhe woman
in rhe pilot's sear.
The level land near Carleron, Michigan, had by now
been established as rhe official NAA sire for speed runs.
Early on rhe morning of April 13, 1931, Rurh Nichols
made her record rry wirh rhe powerful Crosley Lockheed.
To mark rhe beginning and end of rhe 3-kilomerer
course, rwo big whire sheers had been spread, still warm
from rhe bed of one of rhe yawning officials. Elecrrical
instruments were used, and rhe requirements entailed
sweeping over rhe rimers ar rhe 500-foor level, wirh
round rrips ro offset any help from a prevailing wind.
Four rimes Rurh dived her ship wirh wide-open rhrorrle
ro gain maximum speed, leveled off above rhe rrees and
tore along rhe straight course from bedsheer ro bed-
sheer. The plane rocked and swayed in rhe bumpy posr-
dawn air, and rhe woman flyer had ro grip rhe stick wirh
borh hands and her knees ro keep rhe red-and-cream
Vega on a steady run.
The results were heartening: 210.685 mph—over 25
mph better than Amelia's record of rhe previous year.
Miss Earharr did nor arrempr ro regain her speed rirle, as
she had recently acquired a husband, rhe use of a new
aurogiro, and more dreams of conquering oceans.
A month before breaking Amelia's speed mark Ruth
Nichols had ser a different rype of record wirh The New
Cincinnati. This was a high-alrirude flight, which rook
place on a bright windy day in March.
To combat subzero temperatures expected in rhe
upper atmosphere, Miss Nichols wore an outfit rhar was
colorful borh inside and our. Consensus had ir rhar she
was arrired in: long underwear, a green sports skirt, four
swearers ranging in color from old rose ro lavender, and
a heavy borrowed flying suit of reindeer hide; wirh finish¬
ing touches of a rarran muffler, fur-lined flying helmet
wirh badger flap, beige wool hose, rwo layers of wool
skating socks, reindeer-hide socks wirh rhe fur rurned in¬
ward, beaded reindeer boors and mirrens—and, finally,
a parachute. The general effect was rhar of an extremely
well-padded Eskimo.
Churning a special lOVi-foor propeller, Rurh jumped
rhe Lockheed off rhe riny Jersey Ciry Airport wirh a run of
just 92 feer. Wirh only 50 gallons of gas aboard, in 1
minure flat she was up ro 2,200 feer and making a rurn
over rhe skyscrapers of New York. The Vega climbed and
climbed, heading west above rhe New Jersey hills. Fight¬
ing a vicious headwind, Rurh was soon far above rhe
clouds, wirh familiar landmarks blorred our far below.
She was fairly comfortable until she reached 20,000 feer;
then her clumsy clothing could nor keep our rhe chill
from rhe —50 degree temperature just ourside rhe lirrle
cockpit windows. Also, her oxygen equipment was prim¬
itive: she simply stuck a rube in her mourh, and gulped
from a sreel rank strapped ro rhe wing ourside. Soon her
tongue lost all sense of feeling.
90 REVOLUTION IN THE SKY
Rurh bundles up for high altitudes in 1931.
Nearing rhe rop of her climb, Rurh shor new life inro
rhe srurrering Wasp wirh a srream of pure oxygen ro rhe
carburetor. The engine coughed, cleared, and rhe Lock¬
heed shor up another 500 feer. Wirh rhe rwo-ron plane
literally hanging on rhe prop, rhe sky above turned rhe
darker blue of rhe srrarosphere and rhe alrimerer quiv¬
ered ar 30,000 feer.
Six miles up, rhe engine suddenly quir cold—our of
gas. Numb and lighr-headed, rhe girl frantically fumbled
for rhe reserve rank switch while rhe Vega plummeted
down like a lead weighr. Dizzily she pushed rhe rhrorrle
open, and ro her relief rhe Wasp caught and roared
again. Now ir was a marrer of getting down ro earrh
before rhe precious five-gallon reserve supply was ex¬
hausted.
Rurh dived through rhe deep cloud layer, peering for
New Jersey. She emerged inro sunshine—and a wide
expanse of open ocean. Despite rhe Lockheed's 200
mph, and a continuous westward heading, rhe angle of
ascenr had been so steep, and rhe headwind so srrong,
rhar rhe ship had been, in effect, traveling backwards ar
forty miles an hour! The same head-wind had gobbled
up rhe gas ar an alarming rare.
The bemused pilor searched rhe seascape in every
direction, and wirh relief made our rhe rail spires of lower
Manhattan in rhe distance dead ahead. In a few minures
rhe concrete canyons were echoing as rhe Vega rhun-
dered low, squeaking across rhe Hudson, rhe ferry slips,
and rhe ridge ro a srraighr-on approach ro rhe Jersey City
field. Rurh slipped in over rhe wires and rolled ro a srop.
Miss Nichols's rongue was so stiff from cold as ro seem
frozen, and afrerMrs. Chamberlin peeled her our of some
of her gay padding she found ir hard ro stand alone.
Coffee and conversation, however, brought her back ro
normal. The official record was checked our as 28,743
feet: The New Cincinnati had taken her higher than any
woman had ever flown before.
Sri 11 another superlorive remained for Rurh ro achieve.
Six months larer she flew farther rhan any woman had
flown before. Jacketed upright in a steel corset she had
been wearing since her Atlantic flight crack-up in June,
rhe spunky woman gor her rebuilr Lockheed off rhe air-
porr in Oakland, California. She headed high over rhe
Rockies on a rougher roure rhan any plorred for previous
rransconrinenral arremprs, and came down some 1,977
miles east, ar Louisville, Kentucky, 14 hours larer.
Back in Jersey City, Clarence Chamberlin was experi¬
menting wirh an older Lockheed Vega of his own, a
Christmas present given him by Mayor Karl Van Wagner
of Teaneck, New Jersey, and G. Frank Croissant of New
York. The famed transatlantic flyer firred rhe ship wirh a
225-hp diesel engine on loan from rhe Packard Motor
Company. The diesel was dependable and rugged, bur
ir had an alarming tendency ro blow our irs glow plugs,
used in igniring rhe fuel. Whenever this occurred, rhere
would be long plumes of black smoke streaming back
along rhe side of rhe Vega. Srarrled spectators below
ofren dashed wildly ro rhe nearest phone wirh a report
of an airplane "on fire" or "being shor down." Colonel
Chamberlin usually referred ro rhe experimental crafr as
his "flying furnace," bur he christened her Miss Teaneck
While her Crosley Vega was being reconstructed, Rurh
Nichols ofren flew rhe diesel job, and once rook ir on a
Midwest speaking rour. She reported rhar seven our of
ren instruments were jarred our of kilter by rhe pounding
Packard up front. The odor of diesel fuel permeared borh
cockpit and cabin, so rhar borh rhe luggage and rhe lady
herself were always slightly redolenr of rhe oil fields. Hap¬
pily, Rurh possessed borh a sense of humor and a srrong
sromach. Fingering her slim pockerbook, she overcame
her disrasre for rhe smelly engine when rorring up her
expenses for rhe trip: rhe flying furnace had hauled her
some three thousand miles ar a fuel cost of just $15.12.
One of rhe firsr things Colonel Chamberlin tried wirh
his Christmas presenr was ro see how high ir would go.
The diesel-powered Lockheed climbed nearly 3 miles in
16 minures, and on January 24, 1932, he gor her up ro
19,393 feer over Floyd Dennerr Field on Long Island.
Three Sundays larer Miss Nichols braved rhe darter and
odor of rhe Packard. Pointing rhe sooty cylinders skyward,
she ropped Clarence by nearly 2,000 feer, and returned
ro earrh wirh a new American alrirude record for diesel-
engined aircraft—21,300 feer, rhe besr for borh men
ond women.
 LONGER, FASTER, HIGHER 91

Rurh rhoughr little or rhe rime obour rhe heighr she'd

reached wirh rhe flying furnace.. Dur her new recognized
marls of 19,928 feer was duly filed by rhe Federation
Aeronaurique Inrernarionale.
Today rhis offbear achievemenr is rhe only unsur¬
passed official record srill in rhe name of rhe much-
admired Rurh Nichols, and rhe only one srill held by a
Lockheed Vega.
Anorher famous flyer was also interested in rhe high
alrirudes—nor just for brief visits, bur as a place where air
rravel of rhe future might be easier. Wiley Post, after two
record-breaking trips around rhe world, was srill flying his
veteran Vega Winnie Mae in 1934. He also rook on ex¬
perimental chores as an occasional mail pilot for TWA.
For a while, Wiley conremplared compering in rhe
MacRoberrson Race from England ro Australia in 1934, Diesel-powered "flying furnace" is long gone, bur unique record
and even filed his entry. Dur rhe lure of rhe grear spaces made by Rurh Nichols in 1932 srill srands.
"up where rhe air is thin" proved a greater challenge.
Posr worked wirh Goodrich Rubber engineers on an airi-
from Mars" suir. Primitive as it was, ir ser rhe pace for
rude suir rhar would keep him alive at heights above
future use of pressurized clorhing for fighter pilots, and
50,000 feer. Dy roday's standards of G-suirs and pressur¬
was anorher contribution ro aviarion for which Wiley Posr
ized clorhing for Mercury astronauts, ir was a clumsy af¬
received far roo little credit.
fair, resembling a diver's equipment wirh laced,
In 1934, Italy held the world's altitude record with an
clumping rubber boors and a clamped-on rank helmet.
official mark of 47,352 feet. Sponsored by rhe Pure Oil
Wiley planned ro keep ir inflated wirh pressure from rhe
Company, rhe lirrle Oklahoman wirh rhe eyeparch went
engine blower and a mixing rank of liquid oxygen be¬
tween his feet. Heating elements were sewn into rhe suir
ro keep rhe flyer warm.
Rurh Nichols hopes ro add more records ro Akira's lisr afrer rebuild
The ourfir looked so weird, wirh litrle Wiley peering by Chamberlin wirh wing 14 inches lower, belly skid, and bubble
dubiously through rhe circular face plate, that it was only cockpir, bur one-of-a-kind "sunken-wing" Vega, cracked-up No¬
natural for rhe reporters to call the gerup Post's "man vember 1932, never flew again.
 92 REVOLUTION IN THE SKY
after it, with his attempt billed as one of the features of
the Chicago World's Fair then in progress. Over South
Bend, Indiana, at 42,000 feet the supercharger quit com¬
pletely, and no record was established.
Bach in Oklahoma, Post next found a backer in oilman
Frank Phillips, and the Winnie Mae acquired the Phillips
77 Aviation Gasoline decals she still wears today. Twice
more Wiley tried his suit and ascended to the dark-blue
heights. The first time the prop control froze at 51,000
and the "man from Mars" could nose the Vega no
higher. On the second try the altimeter froze, bur the
barograph recorded an unofficial 55,000 feet.
Post really wanted to know nor only how high the
regions of the upper air could be penetrated, but also
what speed a plane might obtain in flying cross-country
at those altitudes. Even a five-year-old Lockheed might
be faster than more powerful, modern ships if flown in
the substratosphere.
Remodeled at Phillips Field in Bartlesville, Oklahoma,
Wiley Posr (left), helping ro harness his "man from Mars" suir, has
no idea he'll give a holiday driver firs.
win 4 SEi
-JUNE
N -JULY /1
the well-traveled Winnie Mae was shorn of struts and
teardrop wheel fairings, and fitted with dropable landing
gear. A tough metal belly skid was attached to the bot¬
tom of the fuselage. The big Wasp engine which had
twice flown around the world was modified with an
additional supercharger, a rear-end blower, and the first
pressurized ignition system.
Washington's Birthday 1935 found Post and the Mae
at Burbank ready to make a try at the transcontinental
nonstop speed record, cruising or substratosphere height.
After takeoff, Wiley released the landing gear, hurried
upward, and went speeding along in the silence inside
his space suir, unable to hear anything except his own
heartbeat.
Barely forty miles our, the engine began ro hear up
and the oil pressure dropped. Wiley, his good eye fixed
anxiously on the instrument panel, began swearing fer¬
vently. Feathering the prop to a horizontal position with
a special crank, he looked down to locate a proper place
to skid the Lockheed in on her belly.
Below stretched Muroc Dry Lake, the vast, thirty-mile
stretch of featureless flarland where so many planes
have been rest-flown. H. E. Mertz, proprietor of Muroc's
v,,-, ■**'<?■■■■
Path gouged by Vega's new skid after dead-stick landing on Muroc
Dry Lake in February 1935. (Right) Post leaves dropable landing
gear at Los Angeles on third stratosphere attempt

general srore, was spending rhe holiday our on rhe lake

wirh rhe unique four-wheel sail car he'd made from an
old Franklin auro chassis. Alone, wirh rhe dry lake bed
srrerching ro rhe horizon in every direcrion, he had
sropped ro adjusr rhe jib boom of his soil. Inrenr on his
work, Merrz neirher sow nor heard Posr's skillful belly
landing downwind. Wiley, unable ro release his helmer,
climbed our of rhe ship, podded sofrly up behind rhe
srorekeeper, gingerly rapped him on rhe shoulder. Merrz
srraighrened up, glanced around, and rhen wirh a srar-
rled yell "rook our srraighr across rhe lake.'' Looking back
os he ran, rhe frighrened man recognized rhe famous
Winnie Mae and slowed down. Finally he sheepishly re-
rurned ro help perspiring Wiley Posr our of rhe scary suir.
Wirh morives rhar were never discovered, persons un¬
known had dumped over rwo pounds of emery dusr ond
filings in rhe manifold inrake of rhe Wasp engine. Wiley
Posr, who didn'r rhink he hod an enemy in rhe world,
felr rorren abour ir, and so did rhe enrire flying frarerniry.
Carrying a special load of moil for Transconrinenral
and Wesrern Air, Wiley Tried rhree more rimes for a coasr-
ro-coasr record. His besr flighr, on March 15, 1935, rook
him 2,035 miles ro Cleveland in 8 hours and 4 minures.
He would have knocked on hour off rhe Transconrinenral Wiley Posr hod led rhe way ro using rhe rhin air of rhe
record if he'd been able ro conrinue or rhe pace he ser, subsrrarosphere. Wirh a normal rop speed of abour 192
bur rhe oxygen supply hod been miscalculared and Posr mph, rhe Winnie Mae hod been flown or speeds of 340
hod eirher ro come down or die. He skidded rhe Vega in mph and more in rhe rhen-unknown regions high above
on rhe gross alongside rhe airporr runway. rhe earrh. Space experrs roday rhink rhar Wiley, wirhour
Anorher arrempr in April gor him os for as Lafayerre, his realizing ir, quire probably wos rhe firsr ro hir rhe
Indiana, where rhe supercharger ler go or 33,000 feer. A powerful currenr now called rhe "jer srream.'' And Posr's
final ossoulr on rhe record .broughr Wiley only ro Wichira, cross-counrry srrarosphere experimenrs are considered as
where for rhe lasr rime rhe graceful Winnie Mae was o more lasring conrriburion ro aviarion progress rhon his
ineleganrly bur experrly slid ro earrh on her belly. hisrory-making flighrs around rhe world.
M any inrernarional flights now regularly flown
by doily airliners were nor even arrempred
until the 1920s, and what is today's routine
scheduled trip was then a pioneering adven¬
ture. The "first" trip accomplished by air from
one place to another was always front-page news, and
the early Lockheeds figured prominently in this phase of
aviation development.
Strongly nationalistic, Mexico was struggling in 1930 to
support and promote flying and air travel. Gringo flyers
from the States still manned its infant airlines, and only
one military flying school provided the country with
native-born pilots. Misfortune dogged the Mexican army's
efforts toward aerial recognition.
Captain Emilio Carranza, "Mexico's Lindbergh," had
crashed to his death in a New Jersey thunderstorm while
94
attempting a New York-Mexico City flight in a replica of
the Spirir of Sr. Louis. Colonel Pablo Sidar, with a specially
built Emsco monoplane, fell into Costa Rican seas on an
attempted Mexico Ciry-Buenos Aires flight. It remained
for a small, dapper Mexican Air Force colonel named
Roberto Fierro to redeem faith in his country's pilots.
The rhirry-three-year-old Fierro was one of Mexico's first
military aviators and he had ten years of service in the
Army. Using money raised by public subscription, he or¬
dered the third Sirius model to be built by Lockheed. It
was destroyed in the fatal accident that killed the com¬
pany's test pilot, Flerb Fahy; so the colonel took a later
ship of the same series.
June 1930: young Col. Roberto Fierro's Sirius, which he and Copr.
Arnulfo Cortes fly nonstop to Mexico City.
 SHRINKING THE WORLD
Pure white wirh gleaming red trim, Fierro's Sirius was
named Anohuoc, an Azrec name for rhe "land of her¬
ons," an ancient lake now occupied by Mexico City. The
colonel hod plans for a 10,000-mile goodwill flight to
South America ond across'rhe South Atlantic to Europe.
As a starter he wanted to complete rhe important New
York-Mexico City nonstop flight, on which his friend Cap¬
tain Carranza had lost his life.
Cool, cautious, and conservative, Fierro and his pilot-
mechanic Captain Arnulfo Cortes flew the shiny new
Lockheed in easy stages to New York. After days of pa¬
tient preparation, the pair took off from Roosevelt Field
on June 21, 1930. Wirh clockwork precision rhe Mexican
flyers ricked off rhe miles down through Virginia, Ala¬
bama, Louisiana, and Texas, successfully avoiding a se¬
vere electrical storm that was sweeping in from rhe Gulf.
Their Anohuac reached Valbuena Field at Mexico City in
16 hours and 35 minutes. Ten thousand happy Mexicans
turned our in rhe rain to greet rhe pilots wirh shouts of
"Vivo Fierro! Viva Mexico!"
Enthusiastic well-wishers carried the army flyers inside
a hangar where President Ortiz Rubio waited to congrat¬
ulate them. El Presidenre proclaimed that Roberto Fierro
and Arnulfo Cortes had done a great thing for Mexico
bur prudently banned their flying on to South America
and Europe. "Our country needs its good sons," he said.
The record-making Sirius was put in service as a com-
And 32 years laren model of whire-and-red Anahuac srirs memo¬
ries for General Fierro or his desk in rhe capiral of Mexico.
95
mand ship for the Mexican War Department. Eventually
rhe grateful government gave it to Colonel Fierro, and
he flew it for several years as his personal transport.
Built during rhe same period as Fierro's Anahuoc was
another low-wing Lockheed designed for rhe use of Art
Goebel, rhe rugged veteran of both the Dole Race and
transcontinental record flights. Art's plane was nor a Sirius,
but a single-cockpit Explorer like the planes built for Har¬
old Bromley's proposed Pacific flights. Her eight tanks
would hold 800 gallons of gasoline.
Goebel announced plans for an assault on rhe nonstop
transcontinental record and a Paris to New York flight
later in rhe summer. He named rhe blue-and-yellow ship
Yankee Doodle, reminiscent of rhe previous Lockheed
he'd flown to fame.
Despite her capabilities, rhe Explorer did nor satisfy rhe
famous distance flyer, and he never took delivery. She
went instead to rhe Pure Oil Company of Chicago, to be
flown for advertising purposes. Repainted and rechris-
rened Blue Flash, rhe low-wing Lockheed was flown by
a hired pilot, Captain Roy W. Ammel.
An ex-Army flyer and Chicago building materials bro¬
ker, slight, bolding Roy Ammel had kept drifting back to
aviation after various business ventures. For his Pure Oil
assignment rhe captain went to California to rake deliv¬
ery of the big Explorer. Fire damaged the ship after a
forced landing at Gila Bend, Arizona, and a crew from
rhe factory under Don Young had to come out and disas¬
semble it for shipment back to Burbank, it was Septem¬
ber before Ammel and rhe Blue Flash reached New York,
with plans for rhe first solo flight direct to Rome. Lock¬
heed's ace troubleshooter Don Young was again re¬
tained by Pure Oil to speed Ammel on his way, and there
was even some talk of stowing rhe curly-haired little me¬
chanic in wirh the gas ranks. But the fall weather over
rhe Atlantic did nor cooperate, and after weeks of wait¬
ing, Captain Ammel decided to make a lone visit to the
Army base where he had once been stationed: France
Field in rhe Canal Zone.
The first nonstop flight from New York to Panama
came off on November 9-10, 1930. The Explorer loaded
wirh 703 gallons of gas, Ammel got rhe ship off rhe
runway at Floyd Bennett Field in 2,000 feet and headed
south. He flew rhe blue plane by beacons, rhe sun, and
dead reckoning all rhe way, fighting winds that kept
blowing him off his course until he guessed he'd flown
"about a thousand miles extra." Struggling to keep
awake on rhe 24-hour, 35-minute journey, rhe Captain
sang to himself and lifted his sear to keep his head our
in the slipstream. After rhe battery in rhe Blue Flash ran
down, he read his instruments wirh a pocket flashlight.
The leather flying suit which had seemed so snug and
comfortable in New York nearly smothered Ammel as he
approached rhe tropics. In the close confines of rhe cock¬
pit he rook nearly an hour to worm our of it. He was
96 REVOLUTION IN THE SKY
Duilr for long-distance flying, Arr Goebel's Yankee Doodle became
RoyAmmel's Blue Flash.
Roy Ammel and fan before Blue Flash gets off ro Panama.
extremely happy ro see rhe shores of Panama rise our of
rhe Caribbean and ro ser rhe Explorer down on France
Field.
A return flight ro Chicago brought disaster. Transferring
ro rhe longer, unfinished airfield ar Anron, Ammel found
rhar rhe uneven terrain differed considerably from rhe
concrete of Floyd Bennerr Field back in New York; bur he
tried a takeoff anyway. The Blue Flash skidded on a wer
spot, dug her nose in rhe earrh, and reared up ro crash
on her bock. Luckily there was no fire, for Roy Ammel,
unconscious bur nor seriously injured, had ro be chopped
our of rhe wreckage. The New York ro Panama hop was
his one and only flying venrure on o national scale.
Another pilor whose appearance in rhe aviation news
was nearly as brief as Ammel's was James Goodwin Hall,
a well-ro-do, rhirry-four-year-old New York City stock¬
broker. Handsome Jim Hall's mission was ro publicize rhe
work of The Crusaders, a narional organization engaged
in helping ro end rhe federal prohibition against liquor.
During rhe summer of 1901, Jim and his flashy yellow-
and-black Lockheed were very much in rhe public eye,
dashing from dry ro city on record-sharrering flights. The
ship was one of rhe firsr Alrairs, a low-winged speed
package wirh retractable landing gear. Ir was named
The Crusader and carried rhe anri-Prohibirion group's big
shield emblem.
Hall firsr bear Roscoe Turner's 1930 Canada-Mexico
mark, flying rhe Vancouver-Agua Calienre roure in 7
hours, 48 minures, 01 seconds. Next he clipped 46 min¬
utes from Frank Hawk's New York-Havana record. Cov¬
ering rhe 1,400 miles nonstop in 8 hours and 05 minures,
Hall subsisted on only rwo oranges. He was handed a
 SHRINKING THE WORLD 97

Cuban cocktail when he climbed our ar Havana.

"This alone was worth rhe rrip," remarked Jim grare-
fully. "How about another?''
The Crusader's aerial protests against rhe dry laws con¬
tinued with new records set for rhe New York-Chicago,
New York-Monrreal, and New York-New Orleans trips.
Hall usually took one of his broker friends along for rhe
ride. In order nor to offend militant drys during participa¬
tion in rhe National Air Races, he temporarily painted out
the slogans urging an end to Prohibition.
The comerlike career of James Goodwin Hall's yellow
racer came to a disastrous conclusion on September 21,
1931. The flying broker planned a record flight to Detroit
and attendance ar rhe American Legion convention, rak¬
ing as a passenger Peter J. Drady, a well-known New York
banker and civic leader. Immediately after lifting off from
Floyd Dennett Field, Hall found himself in thick fog. He
could nor believe that rhe Crusaders bank-and-rurn indi¬
cator was functioning properly: it indicated level flight,
yet rhe Alrair was obviously in a screaming power dive.
Before bailing our himself, rhe pilot stood up in rhe
cockpit and turned to help Drady. Ar that instant rhe
plane pierced rhe lowest layer of fog above Staren Island Reword for a man with o mission. Jim Hall welcomed by o long
and plunged straight into a house. Drady was instantly cool one os he arrives from dry New York.
killed, and a housewife in her garden burned to death.
Jim Hall's parachute, which he never touched, was torn
parrly open on o brick building as he was catapulted
Eagle down on General Machado Airport jusr 9 hours and
across two rooftops to alight unhurt in a churchyard 150
3 minutes from Canada.
feet away.
Record-setting paces in Larin America had already
During rhe period in which Hall flew, lanky Lou Reich-
been set by a Lockheed Vega. Wishing to show how
ers in another Alrair was warming up for his transatlantic
closely the two continents could be linked with business
flight attempt. In October he and his boss, Dernarr Mac-
and commercial exchange, rhe Foreign Advertising and
fadden, missed setting a new Newark-A/ashington record
Service Bureau arranged for rhe use of Standard Oil's best
byjusr three minutes. The following April, Lou made rhe
first nonstop flight from Montreal to Havana. Doth the
weather and the Alrair performed perfectly on rhe rrip,
and Lou checked off landmarks on his Rand McNally "The most beauriful Lockheed ever builr" gleams for Lou Reichers
road maps with monotonous regularity. He set The Cold before Monrreal-Havana hop in 1932.

White and McMullen pose in civvies with their white Vega, which
Mortem later flew in "eagle" trim.
Sranavo Vega, and rhe services of two good Army pilors,
Lieurenanrs Will W. White and Clement McMullen.
On February 14, 1900, this pair left Newark for Buenos
Aires, setting new rime records on every single leg of rhe
trip. Spelling each other or the controls, they covered
6,780 miles in a little over 5 days, making only six stops
en route. White and McMullen were rhe first to pilot a
Lockheed over rhe hump of the Andes. On arrival at
Whire-McMullen goodwill flight ends at Palowat Field after 51V2
hours' total flight rime from New York.
Palowar Field in Buenos Aires, they were acclaimed as
"the Eagles of rhe North."
Early in 1932 another Lockheed made the South
American circuit in 20 days. She was rhe special, modi¬
fied Orion Spirit of Fun owned by Flal Roach of movie
comedy fame. The modifications consisted of a nose six
inches longer than a standard Orion, slightly more di¬
hedral to rhe wings, and a retractable rail wheel. Anxious
to try our his new white-and-red speed queen, Roach,
accompanied by producer Arthur Loew, made a whirl¬
wind business trip to Buenos Aires and back. They trav¬
eled so fast that some of the customs formalities at
various airports were neglected and had to be
straightened out long afterward.
Stocky James B. Dickson, rhe Hal Roach pilot, got to
know rhe Orion's capabilities in short order during rhe
Buenos Aires trip. On return to rhe United Stares he set a
transcontinental record for passenger-carrying, winging
The Spirit of Fun from Newark to Los Angeles in a flying
time of 14 hours and 49 minutes. Soon Roach and Merro-
Goldwyn-Mayer Studios were planning an even greater
journey for their Lockheed—a round-the-world trip cov¬
ering five continents.
The Spirit was shipped to China by steamer. Rather
than disassemble her, Jim Dickson flew rhe Orion down
to San Pedro and landed on a blocked-off street near rhe
Matson docks. Then he taxied up to a crane that slung
the plane aboard ship as deck cargo.
From Shanghai, carrying MGM vice president Loew and
his secretary Joseph Rosrhal, Dickson piloted rhe Orion on
on unprecedented eight-day flight over uncharted air¬
ways to Johannesburg, South Africa. Wishing to view rhe
famous Victoria Falls in Rhodesia, the parry flew there on
November 17, 1902. South African flyers marveled at rhe
streamlined Lockheed, rhe cleanest, fastest ship they'd
ever seen. Though ir hod flown from China wirh no Trou¬
ble, They wondered our loud as ro irs ability ro ger off,
heavily loaded, from The sandy Victoria Falls airdrome.
Dickson did not heed the warnings. Before climbing
into the cockpit he remarked that he "hared ro leave
the place"—and his words were prophetic. Bogged in
heavy sand, the Orion's wheels barely left the ground.
She clipped off eight trees, lost a wing, and crashed in
the brush on her back. Dickson was killed outright, bur
Loew and Rosrhal escaped wirh only burns from the cans
of tetraethyl lead that were carried to dope the plane's
fuel.
The well-appointed after section of the fuselage was
relatively undamaged, and was acquired by Terence
Spencer, a Victoria Falls aviator-garageman. Spencer was
keen on converting it into the superstructure of a launch
to be used by a native chieftain in Barotseland. The spec¬
tacle of a Lockheed from Burbank ending up as a state
barge for a primitive African chief is intriguing, bur the
fuselage of the Orion rotted away in storage before
Spencer could accomplish the conversion. Jim Dickson is
buried in Livingston Cemetery, and the propeller from From Shanghai ro Johannesburg in Spirit of Fun (left to right); Jo¬
the Orion marks his grave. seph Rosthal, Arthur Loew, and pilot James Dickson.

Ir was an Englishman who first broke African and Eu¬

ropean cross-continental records wirh a Lockheed. Fie
was thirty-one-year-old Lieutenant Commander Glen Kid- monoplane. On tests, its performance was better than
ston, a wealthy British sportsman and a prominent auto they had believed possible. Just to try out the Vega, they
hopped over ro Paris wirh five people aboard, and set a
and motorboat racer. After an early retirement from the
new speed record of 72 minutes.
Fleet Air Arm, he surveyed the progress of British civil
Kidsron was so enamored of his Lockheed that he
aviation and found ir much in want of speed and mod¬
wanted to share it. Fie demonstrated the ship to various
ernization.
British manufacturers and tried ro solicit their interest. Flis
Kidsron ordered a Lockheed Vega from America, a
idea was to manufacture Vegas in England under license
special job wirh long-range gas tanks and all the latest
radio equipment. One of the Detroit-built Vegas wirh
Duralumin fuselage, the ship was sent to England by
The Lockheed Glen Kidsron bought ro inspire the British: his 5-
steamer and erected at Croydon Airdrome.
place, metal-fuselage ship is the only Vega DL-1 Special model
Commander Kidsron and his personal pilot Owen ever built After his death, ir entered MacRoberrson Race as Pud-;,
Carhcarr-Jones were both delighted wirh the American ending wirh the RAAF in World War II.
100 REVOLUTION IN THE SKY
Ready for London-Caperown record (lefr ro rig hr).- radio operator
T. A. Vallerte, Glen Kidsron, and Owen Carhcarr-Jones.
from Derroir-Lockheed. He was certain rhar rhe planes
would be eagerly bought by fosr commercial air services
borh in Drirain and on rhe conrinenr. Though rhe com¬
mander was persuasive and ready ro back his beliefs
wirh a tremendous cash ourlay, he got only rhe cold
shoulder from Drirish manufacturers who during rhar pe¬
riod "simply could nor enrerrain rhe idea of building an
American airplane under license."
The English flyer determined ro show just how insular
and backward his country was when ir came ro promor¬
ing commercial aviation: he and Carhcarr-Jones would
go afrer rhe London-ro-Caperown flying records.
Glen and "See-Jay" got off from Nerheravon Field on
March 31, 1931, and proceeded ro fly ro Capetown in
jusr 6 days and 11 hours. On rhe first stages ro Cairo they
carried T. A. Vallerte, a wireless operator on loan from
rhe Marconi Company. His place was taken at Cairo by
mechanic G. W. Hills. Because of rhe careful advance
preparations, mosr of rhe flight went off wirh strict preci¬
sion. No night flying was arrempred; mosr nighrs me¬
chanic Hills worked inro rhe small hours, servicing rhe
engine during rhar rime ro bear rhe tropical hear.
In Southern Rhodesia rhe English ream of record-seek¬
ers was nearly sropped. The airfield ar Bulawayo is situ¬
ated at an elevarion of 4,300 feer, and rhere, wirh a light
wind and a heavy load, Kidsron had a ticklish rime leav¬
ing rhe ground. The Vega went rearing straight through
a rhree-wire fence and barely cleared some high-rension
wires beyond. Two hours larer rhe engine suddenly quir
wirhour warning. The commander looked around and
proceeded ro bring rhe ship ro a dead-srick landing on
rhe only clear spor of country in miles. Again he flew
through a wire fence, snapping off an iron post as well.
The Lockheed slewed ro a hair on an incline among
huge anthills.
While Hills worked ro locate rhe engine trouble, Kid¬
sron and Carhcarr-Jones straightened a bent propeller.
Then wirh rhe aid of Boer farmers rhey leveled anthills
and cleared boulders for a precarious takeoff. Tired bur
triumphant, rhe English flyers finally reached Capetown
wirh rwo full days lopped off rhe old record.
Glen Kidsron had proved rhe worrh of American-built
air transport. Wirhin a day he was forming a company ro
operate internal airlines in Sourh Africa, using Lockheed
equipment, and his proposirions ro build rhe speedy
American planes in England were still pending. Whar
might have been came ro nothing a few weeks larer.
Kidsron, on a business trip ro Durban, was killed when a
wing of his borrowed Puss Moth rore off and rhe plane
crashed in rhe desolate Drakensberg Mountains.
Capable Carhcarr-Jones continued occasionally ro fly
rhe whire-and-black Lockheed, when ir was shipped
back ro England afrer rhe death of its owner. In one rest,
wirh Brirish aircraft inspection officials aboard, he flew
rhe Vega ar 205 mph in level flight. Another rime, wirh
a Dally Herald reporter, he bear a telephone call from
Croydon ro Hanworrh. Covering rhe distance in 4V2 min¬
utes, rhe rwo taxied up ro rhe hangarjusr as rhe call was
pur through.
Like other pilots, See-Jay had his troubles wirh rhe Ve¬
ga's cockpit door. One day he ferried Sir Philip Sassoon,
Brirish Under Secretary of Stare for Air, from Birmingham
ro Lympne in a record 40 minutes. As rhe ship raxied up
to rhe line, Sir Philip suddenly opened rhe door behind
him to give instructions. The startled pilot lost all his trou¬
ser burrons in rhe scramble ro regain control, and had
difficulty in keeping his panrs up during rhe ensuing pub¬
lic ceremonies.
For three years, work for rhe Lockheed was adminis¬
tered by a rrusr ser up by rhe Kidsron family, and con¬
sisted of charters and rrips wirh rhe few pilots qualified ro
fly her. One of these was Miss Marsinah Neison, rhe
youngest woman in England ro hold a commercial flying
license. Occasionally Miss Neison could be found ar rhe
controls of rhe high-performance Vega, shepherding RAF
officers and a couple of Brirish peers from one airbase ro
another—a creditable fear ar rhe age of nineteen.
Early in 1934 rhe MacRoberrson Race from London ro
Melbourne was announced, a classic sporting event
which has never been equaled in aviarion history. Ir was
thought rhar transport aircraft wirh good long-distance
performance would be rhe sure key ro success in this
great contest, and American planes were hurriedly
 SHRINKING THE WORLD
sought as entries. By August, no less than nine single¬
engine Lockheeds were entered. Prepared ro compere
were Wiley Post, with his world-famed Winnie Mae, and
Sir Charles Kingsford-Smirh, with his blue-and-silver Alrair.
Another Alrair was ro carry Rurh Nichols, and further en¬
tries included Orions ro be flown by Laura Ingalls, Frank
Rose, Russ Thaw, and Harry Lyon. French pilor Michel
Derroyar announced inrenrions ro compere with a spe¬
cially built Orion on which he had planted a powerful
Hispano-Suiza radial engine.
To rhis formidable array was added the Kidsron meral
Vega. When ir came right down ro rhe race deadline,
none of rhe others compered, and rhis was rhe only
Lockheed in rhe race. Sold ro an Australian, H. C. Miller,
rhe London ro Caperown veteran was named Puck, and
manned for rhe race by two other Australians, Jimmy
Woods and Donald Bennerr.
Woods and Bennerr made a good try, bur rheir lack of
knowledge of American-made hydraulic shock absorbers
literally tripped them up. The landing gear on rhe Lock¬
heed had been malfuncrioning, and nobody knew how
ro fix ir. The Vega's old pilor, Carhcarr-Jones, had troubles
of his own, flying a new and untried De Havilland Comer
in rhe same race. The Australians rook off regardless, and
successfully reached Marseilles and then Athens. Ar
Aleppo, pilor Woods broughr rhe Lockheed in, wirh nav¬
igator Bennerr crouched in rhe rail. Puck came down,
rhe ground came up, and over she wenr as rhe under¬
carriage collapsed. Bennerr was flung rhe length of rhe
plane, and crumpled like an accordion against rhe door.
He got off wirh three broken ribs,- Woods suffered a nasty
cur on rhe forehead. Bent and broken in rhe Syrian dusr
lay rhe sole Lockheed bid for rhe MacRoberrson first prize
of nearly $50,000. The speed classic was won by
C. W. A. Scorr and T. Campbell Black in one of rhe
rhree De Havilland Comers specially builr for rhe long
race.
The England ro Australia air lanes were always fraught
wirh danger. In 1935 rhey claimed rhe life of Australia's
greatest airman, Sir Charles Kingsford-Smirh. A vereran of
rhe roure, Smithy decided ro try ro lower rhe record jusr
once more. He wanted ro show rhar his Lockheed Alrair
Lady Southern Cross might well have been a winner in
rhe MacRoberrson Race from which he had been forced
ro withdraw.
Kingsford-Smirh refused r.o fly rhe Alrair across rhe At¬
lantic ro England, and had ir shipped by boar. On his
return ro business in Australia, he planned ro sir behind a
glass-ropped desk and leave-rhe flying ro others. "The
England-Australia record arrempr will be my farewell
long-disrance flight,'' announced Sir Charles, "and cer¬
tainly rhe lasr in my fairhful old ship."
Smirhy and his old associate Tommy Perhybridge lefr
Lympne Airdrome in Kent ro make rheir bid in November
1935. On rhe sevenrh rhey gor off from Allahabad, India,
101
Michel Derroyar rries his Orion in France wirh rhe 575-hp Hispano-
Suiza subsrirured for rhe original Wasp.
and nosed our over rhe Bay of Bengal norrh of Rangoon.
C. J. AAelrose, another Australian flyer, reported rhar he
sighted rhe Alrair heading into a raging storm about 150
miles from shore and only 200 feet above rhe ocean.
Smirhy, Tommy, and rhe Lady Southern Cross never
reached Singapore.
Reports of flares seen in rhe lonely Mergui Archipelago,
and planes flying low over rhe jungles of Siam were all
investigated by rhe RAF, which mounted a fruitless sea
and air search. Two years larer N. M. Andrews, an English
sport fisherman from Moulmein, found a flooring wheel
and tire bobbing in rhe Andaman Sea, off Burma. The
B. F. Goodrich Company identified rhe tire by its serial
number. Lockheed's vice president, Carl B. Squier, exam¬
ined rhe condition of rhe remaining portion of rhe retract¬
able landing gear. He had only one question, which
would never be answered:
Why had Kingsford-Smirh, rhe vereran rransoceanic
flyer, been attempting a wheels-down landing ar sea?
On rhe disraff side, Amelia Earharr did rhings wirh her
Lockheeds in addition ro flying across rhe Arlanric and
Pacific, and setting women's records for speed. Three
monrhs after her flighr ro Ireland she was back in Califor¬
nia ready for anorher "first." On August 24, 1932, she
flew from Los Angeles ro Newark in 19 hours and 5
minutes. Hers was rhe firsr solo flighr nonstop from coast
ro coast by a woman. Though perhaps nor so dangerous,
rhe 2,448-mile overland trip was greater than any of her
ocean flights, and ir was her longest rime alone in rhe
air.
Wirh her transatlantic Lockheed hanging in Franklin
Institute's Hall of Aviation, Amelia gave her newer Vega
a good rryour in July 1933. Even wirh a couple of stops,
she cur down her own rime from California ro New Jersey
by nearly two hours.
Amelia was officially invired ro visit Mexico afrer her
momenrous Pacific flighr, and made rhe rrip in April
1935. Leaving Burbank wirh a nighr takeoff, America's
,\Vv:.'; lrtJI\rZR SRLJOINT \\ " UhJDEHCA&T UP' \\ .
(A\\V:v_-- \ W mvTnnPV x. Pi rrrpir*^"'
UNDEKWING COVERINGN
(CABLE FASTENED RT A )
rop woman pilor herded her rrusy "little red bus" south
over the Gulf of California, flying in the moonlight. Morn¬
ing found her in a maze of mountain tableland between
Guadalajara and Mexico City, nor exactly certain of her
location. A high-flying bug lodged in Amelia's eye, caus¬
ing Zitacuaro to be indistinguishable from Zumpango on
her charts. With blurred vision, she dropped down to ask
directions near the town of Nopala. Cowboys and vil¬
lagers pointed the way to Mexico City with signs and
voluble Spanish. Arrived in the capital, Amelia had a
happy rime on her flying visit, decked our in a biue-and-
silver mariachi outfit topped by a flowered white som¬
brero.
„^S3| >* I_\
-_-r-H "-
THE LOCKHEED ALT AIR.—Sir Charles Kingsford-Smith’s
machine at Croydon. Above, the working of the undercarriage
is shown.
Kingsford-Smirh's Alrair mode such a srir in England rhar this dia¬
gram of irs new features was published there in 1935 before his
farewell flight (note British license). Drawing also shows why ex¬
perts could visualize how the Lady disappeared.
Officials were aghast when she proposed to make an
unheard-of journey: the first nonstop flight from Mexico
City to New York. In the thin air a mile and a half high at
the Mexican capital, her heavily loaded plane "just could
nor rake off," they told her. This made Amelia all the
more determined. She conferred with Charles Daughan,
who had been flying Lockheeds in Mexico since 1929.
Daughan, locally known as Poncho Pistoles, thought she
could get off if a longer field were available. As in Ha¬
waii, the Army was gallantly ready to aid a lady: Mexican
soldiers filled holes and leveled sand hummocks to pre¬
pare a three-mile runway on the dry bed of nearby Lake
Texcoco.
 SHRINKING THE WORLD
Ar 4 am., May 9, 1935, wirh 470 gallons of gas in rhe
Vega's ranks, Amelia gor rolling. She refured rhe dire
predicrions by using only a lirrle over a mile of lake bed.
Tearing along unril rhe ground speed builr up ro over
100 mph, rhe Lockheed simply flew irself inro rhe air.
Despire—or perhaps because of—rhe admonirion of
Wiley Posr, who rold her rhar flying over rhe Gulf of Mex¬
ico was "roo dangerous,'' Miss Earharr cur direcrly across
rhe 700 over-warer miles between Tampico and New
Orleans. She srreaked norrh, in consranr radio conracr
wirh rhe dries below. Though asked ro land in Washing-
ron, Amelia droned on inro rhe nighr ro Newark, where
her husband and a noisy crowd were wairing ro wel¬
come her.
Amelia's red-and-gold Lockheed Vega had once
again raken her on a precedenr-sharrering rrip, connecr-
ing two grear ciries. This was ro be her lasr "firsr" wirh ir.
She nexr acquired a larer-model Lockheed, rhe rwin-en-
gine plane in which she disappeared over rhe Pacific in
July 1937.
The Earharr Vega was sold and used for charrer, pas¬
senger-hopping, and movie work. Named Record
Breaker, ir was a familiar sighr ar airporrs in sourhern
California and Nevada for several years, and many peo¬
ple can rrurhfully say: "I once flew in Amelia Earharr's
plane."
Finally, on a ferry flighr easr in 1943, rhe ship caughr
Charles and Anne Lindbergh drop In ar rhe Navy's seaplane base
ar Washington before srarr for rhe Orienr.
103
fire ar Wilson Field in Memphis, Tennessee. Ir was com-
plerely desrroyed in twenty minures.
Wirh rhe exceprion of rhe Winnie Mae, rhe besr-known
wooden Lockheed was Colonel Charles A. Lindbergh's
low-wing Sirius. The colonel and his wife flew ir more
rhan four years and irs appearance as borh a land and
seaplane became erched on rhe minds of rhe majority
of Americans.
Afrer breaking rhe rransconrinenral speed record in
April 1930, rhe Lindberghs used rhe Sirius as rheir per¬
sonal rranspoitarion. In addirion, rhe colonel flew ir on
business rrips in connecrion wirh his work for Transconri-
nenral Air Transporr and Pan American Airways.
He was conrinually seeking rhe besr performance from
rhe plane. In Augusr he insralled a Wrighr Cyclone en¬
gine in rhe ship, upping rhe horsepower ro 575, 125 hp
more rhan rhe original Wasp. He was very inreresred in
rhe developmenr of fully rerracrable landing gear, and
would probably have had his Sirius converted ro an Alrair
had he nor had anorher type of flying in mind for rhe
low-wing Lockheed.
Pan American, for whom Lindbergh acred as a Tech¬
nical consulranr, had ambirious ideas for expanding irs
services. The company had long-range plans ro esrablish
roures across borh rhe Pacific and Arlanric oceans. Pan
Am envisioned an airline of flying boars ro begin wirh,
which meanr rhar all favorable landing spors, shelrered
anchorages, and rhe besr places ro esrablish bases should
be invesrigared, preferably ar firsrhand. Inrernarional
complicarions made such a survey a delicare as well as
difficult matter.
104 REVOLUTION IN THE SKY
Colonel Lindbergh, known and admired all over rhe
world, was wirhour quesrion rhe ideal man for rhe job.
He was a Thorough researcher, and in oil rhings aeronau-
rical his valued opinions could be relied upon. Moreover,
flying his own airplane and wirh his wife as copilor, he
was bound ro be welcomed and assisred anywhere and
everywhere.
The Lindberghs' firsr survey flighr in 1931 rook rhem
north ro rhe Orienr, and is vividly described in Mrs. Lind¬
bergh's fine book of rhe same name. A ser of big, shiny
Duralumin Edo floors were insralled on rhe black-and-
orange Sirius because rhe grearer parr of rhe flighr was
ro be over oceans, rivers, and lakes—following a grear
circle roure up Through Canada and Alaska, and down
rhe island chain of Japan ro China.
Pan American had cached gasoline and supplies ar
prearranged way srops, and wired money ahead for such
purchases in Siberia and Japan. Colonel Lindbergh
checked and weighed every bir of equipmenr before
sroring ir in rhe forward baggage comparrmenr of rhe
Lockheed, and so careful were his calcularions rhar nor
one superfluous irem—eirher rourine or emergency—
was Taken along.
Anne Lindbergh nor only acred os copilor bur also
learned Morse code and rhe operarion of rhe plane's
radio. She was shaky and uncertain ar firsr, bur afrer mas-
rering rhe inrricacies of masrer oscillator and power am¬
plifier proved a good hand ar rhe key and earphone.
Following a flighr ro Washington for lasr-minure pa¬
pers, passports, and clearances, rhe couple got away
from Flushing Bay, Long Island, on July 29, 1931. Their
roure rook rhem ro Maine, rhen Orrawa and on north ro
rhe bleak shores of James Boy. Canadian bush pilots tried
ro persuade them ro rake rhe established airline roure ro
Aklavik, bur rhe colonel insisted on seeing whar rhe
shores of rhe Hudson Bay, Baker Lake, and Amundsen
Gulf had ro offer in rhe way of landing spots for a visiting
seaplane. As ir had for Wilkins and Eielson rhree years
before, rhe enrire population of Barrow turned our ro
welcome rhe famous flyers ro Alaska, and rendered
rhem a 'Thanksgiving dinner" in August.
The flighr on ro Nome found rhe Lindberghs held back
by fog and darkness. They landed on Shishmaref Inler on
rhe north coasr of rhe Seward Peninsula, dropped anchor
in rhree feet of warer, and calmly crawled into rhe for¬
ward baggage comparrmenr ro spend rhe night.
Afrer Nome came rhe Kamchatka Peninsula and rhen
rhe Japanese islands of rhe Kurile group. The Lindberghs'
radio welcome ro Japan was gracious, bur rhe weather
was just rhe opposite. Over Shimishiru To, a dark curtain
of fog and srorm clouds blocked passage sourh and rhen
edged around ro envelop rhe speeding monoplane from
rhe rear as well.
Wirh wireless advice ro turn back and land ar Buroron
Bay, rhe flying colonel swung rhe Sirius about. Wind whis¬
tled back around his wife as Lindbergh slid back rhe
cockpit hatch, slipped on helmer and goggles, and
heightened his sear for better visibility. The wind flat¬
tened his face as he bent his energies ro gerring rhe ship
down in one piece. Anne buckled her sear belt a lirrle
righrer.
Twice rhe pilot dived rhe Lockheed down rhe steep
slope of rhe drowned volcano which encloses Buroron
Bay, knifing between fog and mountain. Twice rhe bay
was obscured and Lindbergh had ro open rhe rhrorrle
and zoom up our of rhe dork pocket inro rhe reassuring
sunshine above. Then he flew bock ro nearby Keroi Is¬
land and tried his tobogganing technique on irs volcanic
cone. Skimming down rhe slope over bushes, rocks, and
o fifry-foor cliff, rhe skilled pilor ser rhe seaplane down in
rhe rough warer, rhe ponroons skipping from wave ro
wove as she slowed and serried in rheir troughs.
Afrer plowing through seaweed, Charles and Anne an¬
chored and slepr on rhe swell of rhe open sea in rhe lee
of Keroi. Difficulties wirh a wer engine and discharged
barrery obliged rhe plane ro be rowed by a Japanese
naval vessel inro Buroron Bay. Wirh another unforeseen
overnight stop on a small lake on rhe island of Kunashiri,
ir was August 26 before rhe husband-and-wife flying
ream reached Tokyo's Kasimigaura Naval Base.
Though Lindbergh scheduled rhe surveys ro continue
on rhe Asian continent, disastrous floods had swepr China
by rhe rime rhe couple arrived. They offered rheir services
ro rhe National Flood Relief Commission and pur rhe
float-equipped Sirius ro good work in surveying rhe dam¬
age done by rhe rampaging waters, particularly those of
rhe mighry Yangrze. Operating from Nanking, rhe Lind¬
berghs flew doctors and medicines ro isolated ourlying
towns. Then they moved upsrream ro Hankow ro oper¬
ate from rhe British airplane carrier Hermes, whose
planes were also flying mercy missions.
On whar was ro be a final trip ro report on flood
conditions, Colonel and Mrs. Lindbergh left rhe Hermes in
rheir usual manner, sirring in rhe Sirius as, irs engine
idling, rhe plane was slung overboard by rhe ship's der¬
rick. However this rime there was just nor enough slack
ro derach rhe hoisting hook. In vain Lindbergh rried ro
gun rhe ship, fighting rhe current while rhe raur cable
rugged. Something had ro give.
Like rhe blade of a huge warer wheel, rhe plane's
wing dipped—and rhe Lockheed ripped slowly over on
her back. Charles and Anne Lindbergh leaped inro rhe
swirling Yangrze. Quickly hauled inro a lifeboat, rhey
looked back ro see rheir faithful plane upside down in
rhe yellow warer, bur srill held by rhe derrick cable. They
fully expected ro see rhe plane go ro pieces in rhe grip
of rhe pounding river. Srill rhe rough plywood fuselage
held together, even rhough half cur through by rhe sreel
coble. Righred in a rhree-way tussle using rhe Hermes
rhe river, and a launch from an American gunboar, rhe
 SHRINKING THE WORLD
sturdy Sirius was finally hoisred ro safety aboard rhe Drirish
vessel.
Wirh rhe rrip brought ro an unforeseen conclusion, the
Lindberghs returned to rhe United States aboard a steam¬
ship. The Lockheed went back to Burbank for repairs.
Two years later another survey rrip for Pan Am rook
America's best-known flying couple on o complete circuit
of both North and South Atlantic tronsoceon routes. Their
Sirius was nor only completely restored by rhe factory, bur
now hod its third, and even more powerful, engine, a
710-hp Wright Cyclone, on which was mounted a Ham¬
ilton controllable-pitch propeller. Instead of the original
orange, her wings and roil were now red.
Colonel and Mrs. Lindbergh left Llushing Boy, Long Is¬
land, on July 9, 1933, and headed across New England
to Maine. For a short distance between Halifax and New¬
foundland rhe transatlantic veteran piloted his red¬
winged Lockheed over rhe some air lone he'd pioneered
wirh the Spirir of Sr. Louis bock in 1927. Then, with the
Pan American Airways survey ship Jelling for comforting
support in rhe seas below, rhe Lindberghs turned north
to explore rhe coastal anchorages of Labrador and Boffin
Island.
Greenland, rhe world's largest island, come in for spe¬
cial attention. The flying couple skirted nearly 2,000
miles of its fjord-indented south coast, recording harbor
details, currents, winds, and weather. Twice they flew
across rhe vast Greenland icecap, and discovered two
hitherto unknown ranges of high mountains.
Charles and Anne hod always referred to their plane
as rhe Sirius, since it was the first of its model to be built
105
by Lockheed. Bur or Angmagssalik, on Greenland's east
coast, the well-traveled seaplane finally received a real
name. Perched on rhe wing of the ship os it rode or
anchor below rhe little settlement of red houses, a young
Greenlander laboriously pointed it on rhe fuselage: Ting-
missortoq, Eskimo for "the one who flies like a big bird."
The Lindberghs proceeded over Denmark Strait ro Ice¬
land, on to rhe Faeroes, Copenhagen, Stockholm, and
Helsinki. Soviet Air Force plans escorted rhe visitors to a
landing or Leningrad, and then, over a prescribed route,
to Moscow.
Well aware of Lindbergh's prowess os a flyer, rhe Rus¬
sians arranged for him to land in the heart of rhe city, on
a short stretch of rhe winding Moscow River, between
two iron bridges. On one side they erected a grandstand,
and o pork on rhe other was jammed with watchers. The
colonel sized up rhe situation, made a few posses over
the old red walls of rhe Kremlin, and let down. He whis¬
kered just over the top chord of rhe first bridge, side¬
slipped steeply, then straightened out to go spanking
along rhe river wirh plenty of room ahead. The crowds
cheered, and Lindbergh's famous grin greeted rhe Red
dignitaries.
The Lindberghs successfully cleared rhe Moscow
bridges in their takeoff for other European capitals. A
landing or rhe Les Mureaux Naval Bose on the Seine
resulted in a much quieter reception than young "Slim"
Lindbergh hod received on his previous visit ro Paris.
It was November now, and on what should hove been
o routine flight the famous couple tried ro pierce rhe
foggy mists of central Europe.
106 REVOLUTION IN THE SKY
Clear skies and sunshine finally greered rhe aerial Trav¬
elers in Portugal. Sri 11 after data to help establish future
airlines, Colonel and Mrs. Lindbergh inspected rhe har¬
bors of rhe Azores, the Canaries, and rhe Cape Verde
Islands.
The couple had hoped to cross to South America from
rhe French transatlantic seaplane base at Santiago in rhe
Cape Verde Islands. But rhe hot, dry rradewind blew re¬
lentlessly day after day. With rhe rollers coming in from
rhe open sea there would be no chance of getting off
rhe water with enough gasoline to reach Brazil. The Lind¬
berghs returned to rhe coast of Africa.
At Bathurst, in rhe British colony of Gambia, rhe Ting-
missorroq was made ready for rhe long jump to South
America. Again rhe wind played an all-important parr in
rhe flight; but here on rhe coast, instead of an abun¬
dance of it, there was barely enough to help rhe loaded
seaplane even to get up on step.
Three rimes rhe Lindberghs attempted to leave Bath¬
urst, twice in rhe dawn and again at midnight. Fully
loaded, and with a near-dead calm, the plane refused
to leave the water.
The colonel was determined nor to cur down his mar¬
gin of safety by carrying any less fuel, but instead took
other drastic measures. Broiling and half suffocated in
rhe cabin, he spent an entire day removing an unused
reserve rank by cutting it apart with tinsnips. Then he
picked our other things to leave behind: ropes, anchor,
tools, and all rhe bedding and flying suits. For personal
gear he kept only the clothes on his back, and Anne had
just a single extra shirr. He discarded ruthlessly until rhe
plane was lightened by over 150 pounds.
On December 6, 1933, Charles A. Lindbergh once
again made a direct flight across rhe Atlantic. It was
2 a.m. and Bathurst harbor was bathed in moonlight as
he taxied rhe Sirius our on rhe bay.
With rhe Cyclone turning out full power, and the ex¬
haust stacks sparking, Tingmissarroq raced to free herself
from rhe glassy bay In rhe light of the wing-tip lights rhe
spray sparkled, and then ceased as she struggled clear of
rhe water and rose into her true element.
For just short of sixteen hours the plane bored through
the empty tropical skies. With rhe moon and stars, then
flying blind through clouds, rhe colonel kept his course.
Anne was at constant vigil with the radio, sending and
receiving, and relieved as rhe signals from South Ameri¬
can stations grew more distinct and readable. With day¬
break came good weather, ships below for contact,
checkpoints like the volcanic cone of Fernando de No-
ronha to keep the reckoning correct. Finally rhe low
green coast of Brazil appeared in rhe haze ahead, and
rhe Lindberghs dropped down to land on rhe river south¬
west of Natal.
Lindbergh next decided to vary his trip north, deviating
from the regular Pan American route for a thousand
miles of flight up rhe Amazon River to Manaos, and then
on over llanos, jungle, and mountains to Trinidad. It was
nor until December 19 that rhe Lindberghs completed
their ocean circuit with a safe landing on the chilly waters
of Flushing Bay beyond rhe rowers of Manhattan.
They had flown 30,000 miles over four continents, pi¬
oneering international air routes that would soon see use
in both peace and war. Within a decade, great armadas
of aircraft would be winging over Greenland and the
Cape Verdes, speeding to rhe aid of rhe hard-pressed
Allies in England and Africa. And their courses were
made safer by rhe work of a dedicated couple who had
first shown rhe way: Charles and Anne Lindbergh.
And rhe Tingmissarroq? The famous airplane, fully
equipped, was presented to the American Museum of
Natural History in New York, where it hung for many years
from rhe ceiling of rhe Hall of Ocean Life. Later the big
red-and-black seaplane went to rhe Air Force Museum at
Fairborn, Ohio, and is now a major exhibit of rhe Smith¬
sonian's National Air and Space Museum in Washington,
D.C. It is the only Lockheed Sirius still in existence.
Lockheed built rhe eighth and last of their Air Express
model on special order early in 1931. The white, single¬
cockpit, parasol-wing monoplane went to rhe Atlantic
Exhibition Company of New York. This outfit had been
formed with rhe intention of promoting rhe first New
York to Paris flight by a woman. With Ruth Nichols and
her Vega cracked up in New Brunswick and out of the
running for a while, Atlantic Exhibition had a reasonable
chance of getting a woman flyer to Paris—and realizing
a sizable chunk of change from advertising publicity in
rhe process.
For their pilot, rhe promoters chose young Laura In¬
galls, rhe daughter of a socially prominent New York
family Miss Ingalls had studied music and language in
Paris and Vienna, and been a pianist, ballet dancer,
nurse, and secretary before discovering her grand pas¬
sion: flying. Laura was one of rhe first women to earn a
transport pilot's license. She also shocked her family with
determined aerial acrobatics, considered unbefitting a
young lady of her background. After having made 980
continuous loops in her DH Gypsy Moth over Muskogee,
Oklahoma, and 714 consecutive barrel rolls over Sr.
Louis, this diminutive fireball was in a class by herself,
and competition to be reckoned with by both men and
women.
Flying out to Burbank to rake delivery of her new ship,
Laura excitedly picked out rhe Lockheeds on rhe field
below, and buzzed rhe factory in sheer exuberance. Her
Air Express was a real beauty- If was rigged with eleven
ranks to hold a total of 650 gallons; it had special speed
landing gear,- and all rhe cabin windows were blocked
out. Subdued bur not awed by rhe 450 straining horses
up front, Laura carefully piloted rhe Lockheed back to
New York. Always one to want to know every last derail
Laura Ingalls and rhe Air Express wirh which she won rhe Harmon
Trophy for her solo circuir of Sourh America.
concerning rhe consrrucrion and operation of her planes,
rhe "sociery aviarrix" poked and pored over every inch
of ir. She asked questions unril she knew all abour rhe Air
Express, sometimes ro rhe exasperarion of rhe Lockheed
crews who were completing ir, and rhe Long Island me¬
chanics who readied ir for flight.
Weighing less than a hundred pounds, Miss Ingalls was
said hardly ro disrurb rhe center of gravity while flying
her Lockheed. Garbed in a white coverall, jodhpurs or
trim slacks, wirh her dark hair rucked up under a jaunry
berer, Laura cruised up and down Long Island. She
checked and rechecked instruments and fuel consump¬
tion, and mastered rhe techniques of blind flying wirh an
instructor from Colonial Airways.
Coping wirh leaks delayed installation of gas ranks in
rhe white Lockheed, and rhe proposed flighr ro Paris was
nor made in 1931. Amelia Earharr Putnam's solo Arlanric
flighr rhe nexr spring defeated rhe original plans made
for Miss Ingalls. The nexr year rhe doll-like flyer acquired
rhe Air Express herself, and proceeded ro do credit ro her
long training in it.
Between February 28 and April 25, 1934, Laura Ingalls
became rhe first flyer, man or woman, ro complete a
solo flighr around rhe Sourh American continent. Touch¬
ing rwenry-rhree counrries, ir was also rhe longest solo air
journey made by a woman up ro rhar rime.
On March 21, Laura poked rhe cowl of rhe Air Express
up ro 18,000 feet and nosed through rhe Uspallara Pass
of rhe Andes between Sanriago, Chile, and Mendoza,
Argenrina. Ir was rhe first rime rhar an American woman
had flown over rhis formidable range in her own plane.
Laura reported rhe Andes crossing as "gorgeous—a
magnificent joy ride!" Bur he'r complete circuir of Sourh
America rook careful, skillful flying. The 16,897-mile jour¬
ney won Miss Ingalls a Harmon Award as rhe outstanding
American woman flyer of 1934.
Her Sourh American rrip gave Laura rhe necessary ex¬
perience in foreign air travel ro prompr her ro enter
1934's mosr exciting aerial evenr, rhe MacRoberrson
Race from England ro Australia. Wirh a legacy left by an
aunr, Miss Ingalls ordered a brand-new Orion from Lock¬
heed, and wehr our ro Burbank ro see ro its consrrucrion
and preparation. The Ingalls Orion was a gleaming
black, wirh red-and-gold rrim. Laura named ir Auro-da-Fe
—Portuguese for "acr of fairh"—and painted a cross-
and-crescenr insignia below rhe cockpit.
The ship incorporared all rhe latest in equipment: a
supercharged Prarr & Whirney Wasp engine, Hamilton
conrrollable-pirch propeller, landing flaps, Sperry Gyropi¬
lot, and a Wesrporr radio compass and receiver. Laura's
studies ranged from reports of landing techniques as
practiced by pilors who'd flown Orions, ro rhe reading of
a barrery hydrometer. The girl was so anxious ro keep
tabs on consrrucrion rhar she even climbed rhe plant
fence on Sunday for an off-day review of progress.
Ir became impossible ro enter rhe unfinished plane in
rhe race ro Australia. Instead, when she finally rook deliv¬
ery, Laura set her sights on rhe one significant American
women's distance record left ro be claimed, rhe first non¬
stop coasr-ro-coasr flighr from east ro wesr.
Twice rhe riny girl in rhe big black Orion ser our, rhe
first rime ro be forced down by a dusrsrorm ar Alamosa,
Colorado, and rhe second by engine rrouble ar Indian¬
apolis. On rhe Fourth of July, 1935, herfoorwas burned
by a carelessly thrown firecracker, bur a week later rhings
looked good for a third arrempr. In rhe dawn ar Floyd
Bennerr Field, Laura slid inro rhe cockpit of rhe Auro-da-
Fe and latched rhe hatch. Ar 5:30 a.m. she roared off
down rhe shorr runway and raced rhe sun across rhe
conrinenr. The record was hers 18 hours and 19 minutes
larer as she rolled ro a srop in Burbank. And she'd bearen
Frank Hawks's old solo rime as well.
Nor conrenr wirh being rhe firsr woman ro fly westward
alone and nonstop across rhe narion, Laura Ingalls was
determined ro better Amelia Earharr's record rime in rhe
other direction. She came rocketing back ro New York
on September 12, 1935. Though delayed in starring by
tire rrouble, Laura burned up rhe sky wirh rhe black
Orion. She arrived over rhe dry lights only seven minures
behind rhe existing men's speed record. Watchers ar
Floyd Bennerr saw rhe Lockheed as ir "circled rhe Rock-
106 REVOLUTION IN THE SKY

oways, came back over rhe field, circled once more over
Jamaica Day and Fort Tilden, cur over rhe ocean and
rhen came back for a landing." All rhe fancy passes were
jusr Laura showing her happiness ar breaking rhe record.
This flighr bear rhe Earharr nonsrop record of 1902 by bVi
hours, and Amelia's rwo-srop rime by over rhree.
Laura Ingalls flew rhe Auro-da-Fe for anorher year and
wirh ir placed second in rhe 1906 Dendix Race ro Los
Angeles. Then rhe Orion was sold for use in rhe Spanish
Civil War, and Laura wenr back ro more sedare flying in
a srandard Lockheed Vega.
The special Ingalls Orion was among rhe lasr of rhe
wooden series ro leave rhe producrion line ar rhe Lock¬
heed facrory in Burbank—as were two Alrairs, borh of
which saw years of service in Japan.
The two grearesr Japanese newspapers were (and are
roday) rhe Asahi Shimbun (Rising Sun News), and Maini-
chi Shimbun (Daily News). Asahi was a pioneer in pro-
moring aviarion and pur up rhe $25,000 prize for rhe firsr
nonsrop Pacific flighr, rhe one Harold Bromley rried so
hard ro make. The compering Mainichi derermined ro
provide some aeronaurical news of irs own. In 1902,
rhrough rhe Okura Trading Company of Tokyo, rhe news¬
paper imporred a fine new Lockheed Alrair. There was a
Mainichi Shimbun's goodwill Alrair (rop), which crocked up 18
slighr delay in delivery when rhe wing of rhe unassem¬
monrhs ofrer round-rrip Tokyo-Monilo flighr, and (below) irs sisrer
bled ship washed overboard from rhe freighrer which
ship, desrroyed by U5AAF raid in 1944.
was rransporring rhe plane ro Japan. Lockheed produced
a new one in shorr order. The ship was pur rogerher and
used for newsgarhering and rhe rransporrarion of publish¬ and rivalry between Mainichi and Asahi rhar rhe flighr
ing officials. never came off. Decked our in colorful painr jobs, and
In 1935 Mainichi planned a goodwill flighr from Japan wirh rhe srar-and-bars Mainichi Trademark on rheir rails,
ro rhe Philippines ro congrarulare rhe firsr presidenr of rhe rhe two Alrairs were pur ro work flying newspapers and
Republic, Manuel Quezon, on his assumprion of office. mail from Tokyo and Osaka. They also rook reporrers all
Pilored by Seizan Okura, rhe Alrair also carried flighr en¬ over rhe counrry for on-rhe-spor coverage of imporranr
gineer Tokushi Fuse, and goodwill ambassador Fukuichi news evenrs.
Fukomoro was rucked in amid rhe mailbags full of spe¬ The original Mainichi Alrair came ro an unrimely end
cial lerrers. Carried our between November 10-26, 1905, in 1907 when ir rangled wirh a smokesrack on approach
rhis was rhe firsr flighr between Tokyo and Manila and ro Irami Airporr in Osaka. The remaining Lockheed had
rerurn. Ir was also rimed ro connecr wirh rhe firsr regular ren years of useful sevice wirh rhe newspaper, and
San Francisco-Manila run of rhe Pan American Airways nearly survived World War II. In rhe aurumn of 1944 ir
China Clipper. was parked in a hangar ar Tokyo's Haneda Airporr when
A Japanese cusrom was ro wrire aurographs and good¬ USAAF bombers came over. All hell broke loose, and in
will messages on rhe fabric of rraveling aircrafr. The Lock¬ rhe language of a Japanese eyewirness "rhe Mainichi
heed's sleek sides and rail surfaces were covered wirh Alrair was seriously demolished, leaving only irs imperish¬
such scribblings, and in Manila rhe Japanese colony all able name on a page of rhe commercial aviarion hisrory
wenr carefully over rhe plane ro see if possibly Aunr Suki of our counrry."
had senr a message. Over 4,000 more convenrional ler¬ The Lindberghs' survey rrip of 1900 had been rhe only
rers were mailed ro be flown on rhe rerurn rrip, which flighr across rhe Sourh Arlanric by a wooden Lockheed.
wenr by way of Okinawa. Their floar-equipped Sirius crossed from easr ro wesr. Two
Following rhis successful junker, Mainichi ordered an¬ years larer anorher Sirius made rhe journey in rhe oppo-
orher Alrair ro be flown ro Manchuria in connecrion wirh sire direcrion.
rhe esrablishmenr of rhe Japanese pupper srare of Man- The airplane involved was originally rhe property of
chukuo. Fumio Haburo, in charge of rhe newspaper's Casey Lamberr of Sr. Louis, and larer flew as The Texas
exrensive aviarion secrion, also wanred ro fly rhe new Company's Texaco 16. How ir came inro possession of
ship on a goodwill rrip ro Siam, bur such was rhe red rape rhe Cuban Navy is somerhing of a mysrery, bur ir rurned
 SHRINKING THE WORLD 109

himself a narional hero. Twenry Thousand people

rhronged rhe Havana warerfronr ro greer him, as well os
a Cuban gunboar, five whisrling merchanr vessels and
numerus launches. The colorful Lockheed Sirius which
hod linked rhe two Spanish-speaking narions also re¬
rurned ro Cuba and was kepr os an hisroric aircrafr unril
1945, when ir was desrroyed in a hangar fire.
By 1936 ocean flying was becoming commonplace,
and flyers were hard pur ro find a place ro moke o firsr
flighr ro. Colonel Clarence Chamberlin, on old-rimer
when ir come ro Arlonric hopping, ralked some of essay¬
ing a nonsrop jump from New York ro Rome, using his
Lockheed Alrair Miss Srrarosphere. Bur he never gor
srarred.
Lirrle Porrugal had yer ro be connecred wirh rhe New
World by air, a facr which ser a roll, dork, upsrare New
York pilor ro Thinking and planning. He was Joseph Cosra,
o rwenty-seven-year-old Porruguese-American barn-
srormer and charrer pilor, who operared our of Big Flars
Airporr near rhe glassworks rown of Corning. Cosra's
morher was srill in Porrugal, and rhis gave him on exrra
incenrive ro fly across rhe Arlonric.
In 1936 Joe acquired a good used Lockheed Vega for
his proposed rrip: one of rhe one-rime Sranavo Eagles
Menendez in cockpir of Cuba's 4 de Sepriembre in 1936. flown by rhe Srandard Oil Company of New Jersey. Even
dimes and nickels come hard during rhe middle rhirries,
bur rhe popular pilor's friends and neighbors conrribured
up in Havana lare in 1935. On January 9, 1936, rhe five- Toward expenses. They also held a variety show colled
year-old Sirius gor a new name. In a solemn ceremony rhe "Flighr Frolic,'' and a "Cosra Donee" ro raise addi-
Esrher Gonzalez, daughrer of rhe Naval Chief of Sraff, rional funds.
broke a borrle of champagne over rhe propeller hub and Joe beefed up his Vega's landing gear, insralled exrra
chrisrened rhe plane 4 de Sepriembre, rhe dare honoring ranks, and blanked our four cabin windows. In honor of
one of Cuba's sudden changes of adminisrrarion. The rail
of rhe ship bore rhe srar and srripes of rhe Cuban Naval
Joe Cosra finds more friends and fun rhan records.
Forces.
Wirhin a few days good-looking young Lieurenanr An-
ronio Menendez y Palaez was assigned ro fly rhe Lock¬
heed across rhe Arlonric on rhe firsr wesr-eosr rrip ro link
Cuba wirh her old morher counrry, Spain. The lone pilor
sealed off rhe rear cockpir ro show rhar rhe long rrip
would be a solo venrure.
Menendez accomplished rhe flighr in a lirrle over a
monrh.
He firsr headed rhe cowled and ponred Sirius across
rhe Caribbean ro Venezuela and rhen on ro Trinidad. A
leaky gas rank delayed him or Porr of Spain, and rhere
were Larin proresrarions when he discovered he hod for-
gorren his passporr on arrival in Brazil. Wirh rhe difficulries
soorhed by rhe Cuban consul, Menendez proceeded ro
whisk rhe 4 de Sepriembre across rhe Sourh Arlonric. He
crossed from Porr Naral ro Barhursr, Gambia, in a lirrle
over sevenreen hours on February 10, 1936. Flying up
rhe African coasr rhe navy pilor reached Seville, Spain,
four days larer.
In May, Menendez rerurned ro Cuba by boar ro find
They helped ro make ir one small world: chance meerlng ar the
Lockheed factory in 1935 gives (lefr ro righr) Amelia Earharr, Wiley
Post, Roscoe Turner, and Laura Ingalls a professional look or Winnie
Moe 5 faithful Wasp.
Corning, she was named Crystal City, and bore a Portu¬
guese cross on her roil.
Costa's plan was for a flight from Corning to Harbour
Grace, Newfoundland, and then on to Portugal. He'd
even decided ro rake along his father as a passenger,
bur just when things were ready the Srate Department
quashed the whole project because of the Civil War rag¬
ing in Spain. Undaunred, the lanky flyer requested clear¬
ance for South America. He figured that if he could get
to Rio de Janeiro, the Brazilian authorities would let him
fly rhe South Atlantic and on up ro Lisbon.
In November 1936, Joe climbed the Vega's side and
eased his six-foot frame down into the cockpit. Watchers
in Corning last saw rhe white Crystal City as Joe wagged
her wings and headed south. Things went well until
Costa reached the Caribbean. Flying over the Dominican
Republic a gas leak brought him down, and the suspi¬
cious Dominicans clapped him in jail. Clearance by radio
from Puerto Rico brought release. Joe made temporary
repairs to rhe gas line by rubbing soap into rhe crack and
rying his handkerchief around ir. He winged on ro San
Juan, keeping a wary eye on his emergency handiwork.
Cruising along the island chain, Costa soon made Para,
Brazil. After a visit with an uncle he rook off on January
15, 1937, for Rio de Janeiro, with hopes of approval and
clearance for his South Atlantic attempt.
The Crystal City never reached Rio. Flying in a tropical
downpour, getting low on gas, and with darkness closing
in, Joe picked a landing spot on a ridge near the village
of Conceigao do Serro. He brought rhe Vega in all righr
and had slowed ro about 40 mph when the right landing
gear hit an anthill and ripped off. The wing dipped,
caught, and rhe plane skidded along to a jarring stop.
Costa's head banged rhe instrument panel, and it was
rwo hours before he regained consciousness, rousing to
rhe twin sounds of driving rain and dripping gasoline.
Nearby villagers soon found him, bur with roads impass¬
able, it was a month before Joe could be flown our by
rhe Brazilian governmenr. The would-be Atlantic flyer
removed rhe Vega's engine and instruments during his
wait, and they were eventually shipped back ro Corning.
The rest of rhe Lockheed was hauled to rhe village as a
local curiosity.
Though big Joe Costa's bid for flying fame and fortune
ended in a Brazilian anthill, he gained a host of new
friends on his South American journey. He was rhe last
man ro set our ro fly rhe Atlantic in a Lockheed Vega.
 12
T he nation's infanr airlines losr no rime in adopr-
ing Lockheeds as ready-made rransporrs. Here
was an airplane rhar would snugly enclose irs
passengers in a cocoon of wood and near
learher upholsrery; rhere was no chance of a
srray foor punching rhrough rhe fabric. To be sure, rhey
would nor be as commodious os rhe "gianr" 14-passen¬
ger Ford Trimorors jusr coming inro prominence. Bur wirh
rheir rhoroughbred look, rhe Lockheeds were bound ro
arrracr porenrial air Travelers.
The very firsr Lockheed "airliner" hod a brief bur evenr-
ful career. This was rhe original Air Express model, devel¬
oped lore in 1927 and builr during rhe nexr winrer. The
company felr rhar rhere was a marker for fasr, open-
cockpir moil planes, wirh a place for four passengers if
rhey could be enriced ro ride along. Wesrern Air Express,
Ill
flying moil on rhe governmenr's Conrracr Air Moil Roure
No.4 between Los Angeles and Salr Lake City, was a
logical prospecr.
However, ir would obviously be necessary ro rework
rhe Vega inro somerhing rhar vereran airmail flyers
would endorse.
WAE's pilors were accusromed ro flying from a cockpir
ro rhe rear of on airplane, and using o radiaror cop or a
rocker arm up ahead ro derermine longirudinal arrirude.
They objecred ro flying from a posirion in rhe exrreme
fronr end, where rhe Vega hod irs office. Lockheed's Air
Express was rhe answer, ond developing rhe model was
100 percenr rhe responsibility of chief engineer John K.
Charles Lindbergh wirh rhe Air Express, which he rried a few days
before irs firsr—and lasr—flighr for WAE.
112 REVOLUTION IN THE SKY
Feature of a late-winter exhibition is the new parasol-wing "Loch-
heed mail & passenger monoplane" designed for Western Air Ex¬
press, shown with experimental fin and notice it would be in
service after March 10, 1928.
Northrop. He raised rhe wing a foot and a half above rhe
fuselage on cabane srrurs of streamlined tubing in order
to provide rhe desired forward visibility.
In addition to rhe pilot's cockpit aft, there was room
for a good stack of mailbags in rhe cabin, and/or four
paying passengers. Experiments were made with a tri¬
angular fin such as appeared on rhe first two Vegas and
rhe original Explorer, bur it was discarded in favor of a
rounded one with greater area and better lateral stabil¬
ity. On this fin was rhe familiar WAE Indian arrowhead
insignia of rhe airline, and rhe new ship was named Air
Express.
The new parasol-wing job was fitted with a 410-hp
Pratt & Whitney Wasp engine, the second application of
this famous power plant to a Lockheed.
The ship was given exhaustive rests by both manufac¬
turer and rhe airline. In June 1928 Colonel Lindbergh,
who had come West to pick up a new plush Ryan
Brougham at San Diego, made a special trip to rest-hop
the Air Express from Vail Field at Montebello, California.
Though he requested no publicity, rhe presence of rhe
magic name "Lindbergh" was nor kept entirely silent,
and the colonel was quoted as saying, "It is a wonderful
plane and answers rhe need of commercial flying in a
splendid way."
It was Lindbergh's first flight in a Lockheed-built air¬
plane. The contrast between it and rhe Ryans he'd been
flying must have been very evident. That same day C. N.
(Jimmy) James, pioneer Western Air Express pilot, flew
rhe colonel's new Brougham and recalls that it was
"about as stable as trying to stand on top of a ten-foot
rubber ball!"
With pilot Fred Kelly I, Western Air Express dispatched
rhe new ship on its first scheduled flight on June 6, 1928.
Will Rogers, always an indefatigable air traveler, ar¬
ranged to qo along to Salt Lake accompanied by Dr.
L. D. Cheney.
The maiden flight came to grief at rhe very first stop,
Las Vegas. On landing, rhe ship hit a supposedly sunken
concrete marker in the center of rhe field, did a fast flip,
and slid to a stop on its back. Rogers, Cheney, and Kelly
rumbled our, shaken bur unhurt.
The humorist and his pilot continued on in a relief
plane and Lockheed quietly trucked rhe damaged air¬
craft back to Burbank. It was completely rebuilt, bur West¬
ern Air Express never retook delivery of their namesake
airplane. Instead, rhe reincarnated prototype became
Frank Hawks's famed record-breaking Texaco 5.
Another West Coast airline had been started by Jack
Maddux, a successful Los Angeles automobile dealer. He
had a dozen Ford Trimotors on rhe San Francisco-Los
Angeles-San Diego runs of his Maddux Air Lines; they
flew some 350,000 miles in 1928. Bur there were al¬
ready travelers for whom rhe novelty of flying was nor
enough. They wanted real speed.
Eddie Beilande and Larry Fritz, who had test-flown rhe
first Lockheeds, earned their bread and butter toting pas¬
sengers in rhe Maddux Fords. Maddux and his pilots rea¬
soned that there would be additional revenue in charter
work. In cases where extreme speed was a factor, what
better ships could be added to rhe fleer than a couple of
rhe slim, trim products from rhe neighboring factory in
Burbank?
Maddux bought its first Lockheed Vega airliner in July
1928 and another one in August. Soon rhe bright-orange
monoplanes were a familiar sight on the airways our of
Los Angeles. Movie people chartered them for trips to rhe
 AIRLINERS AT HOME
deserr resorts or up in the mountains ro Dig Dear. The
governor of Daja California, Mexico, was a frequent cus¬
tomer; and once a Los Angeles broker and his party were
sped east ro Kingman, Arizona, to catch a Santa Fe train
for New York.
The Wright Whirlwind-powered Lockheeds had space
for only four people, yet it was sufficient to prove their
worth as overflow ships for a sold-our run of the big Fords.
Taking off well behind a "tin goose," the Maddux Vegas
would cruise sedately along up to San Francisco, throttled
down so as not to pass "big brother" en route.
There were mishaps of course, as with any new air¬
plane subjected ro the rigors of daily service for hire.
Probably the fasresr replacement the Lockheed plant
ever did was a job on a Maddux Vega. Test pilot Marshall
"Dabe" Headle brought the plane in late one afternoon
for a routine check. He thought that perhaps it "shook a
little." On landing, it was discovered that the entire for¬
ward end of the fuselage was broken off and hanging
by only one motor-mount brace. Everybody, particularly
Dabe, gulped—ond then set ro work. The factory hap¬
pened to have an identical fuselage in stock, even ro its
fabric painted the international orange. Working all
night, the crew dismantled and burned the old shell.
They reinstalled landing gear, empennage, motor, and
interior trim on the new one. Next morning the rebuilt
Vega was back flying on Maddux Air Lines.
Clarence Wood dropped the other Maddux Vega into
a sandhole while taxiing to the hangar at San Diego. The
ship nosed over and "busted in half just aft of the passen¬
ger compartment." Shipped back ro Burbank, the rigging
crew at Lockheed again produced and installed a new
fuselage in short order. After another minor accident, and
use as a company demonstrator, this early Vega survived
a decade of transcontinental and local service, flying for
five other American and Mexican airlines.
113
Firsr Vega in airline service, this workhorse was used for charter/
overflow by Maddux in 1928, carried cargo for Air Express, flew for
Capirol, then hauled Varney payloads in rhe West, Mexico, and
Texas until 1937.
Elsewhere in rhe country, dreams of speedy service
between hitherto distant cities occupied the minds of
businessmen caught up in rhe aviation boom. Little one-
and two-plane outfits blossomed out all over rhe map.
Some would prosper and grow ro merge in the expand¬
ing national network. The greater portion would operate
with high hopes for a few months or perhaps a year, and
then quietly suspend service and sell off their equipment
—provided their creditors hadn't taken it already.
Erie Halliburton, Lockheed's midwest distributor, had a
Vega on demonstration in rhe 6,300-mile Ford Air Tour
of June-July 1928. It proved ro be such a sensation at
every grassy way stop that pilot Dob Cantwell had diffi¬
culty to keep from selling it en route. The successful buy¬
ers, two North Dakota businessmen, got delivery of the
ship right after Cantwell finished our rhe Ford Tour. On
September 17, 1928, using their Vega and a Ryan cabin
ship, A. W. Hugh and D. H. Bartholomew commenced a
daily-except-Sunday service between Minot and Bis¬
marck, North Dakota, calling their line International Air¬
ways, Inc. Cecil Shupe was their chief pilot and Carl Den
Eielson and Lee Shoenhair also flew briefly during its short
and sporadic career. Since Western Air Express's mail
plane made only a partial trip, and Maddux's operations
were more in rhe nature of standby and overflow flying,
rhe Vega of little International Airways was probably rhe
first Lockheed in regularly scheduled airline service.
Universal Air Lines, one of the predecessor companies
of today's American Airlines network, purchased wo
Vegas rhe same month that International got its start.
Conrinenral Air Express flew passengers from San Francisco ro Los
Angeles speedily, and went broke almost as fast
These were used on rhe passenger roure from Chicago
ro Sr. Louis via Peoria and Springfield; rhe company's far-
bellied, mail-carrying biplanes flew direcr.
On rhe Wesr Coasr was Sanra Maria Airlines, Inc, under
rhe direcrion of G. Allan Hancock, owner of an oil com¬
pany. Caprain Hancock was rhe man who backed rhe
1928 flighr of Kingsford-Smirh from California ro Ausrralia.
His inreresrs were wide, ranging from yachring ro cham¬
ber music, bur aviarion was his per enrhusiasm. His Sanra
Maria Airlines flew a 4-passenger Vega on a daily run ro
Sanra Barbara and Los Angeles. When nor in use on rhe
line, rhe ship was available as a rrainer ar rhe Hancock
Foundarion College of Aeronaurics in Sanra Maria.
A more ambirious California line was Conrinenral Air
Express, which began flying rwo roures from Los Angeles
ro San Francisco in 1928—one via Bakersfield and Fresno
Erie Halliburton, boss of Southwest Air Fast Express, and (righr)
Jimmy Wedell of Wedell-Williams Air Service.
and anorher via Tafr and Coalinga. Their Vega, rogerher
wirh a Fokker and two Kreurzer Air Coaches, was repos¬
sessed by rhe finance boys afrer less rhan rwo years'
operarion.
Airline operarions of grearer magnirude were soon ro
begin. Erie Halliburron wasn'r sarisfied ro be jusr a cemen-
rer of oil wells and disrriburor of airplanes. Early in 1929
wirh his cousin, J. C. Halliburron, he organized an airline
ro serve Missouri, Kansas, Oklahoma, and Texas. They
called ir Sourhwesr Air Fasr Express,- ir was no accidenr
rhar irs inirials were 5.A.F.E.
Larry Frirz, who had successfully flown Fords and Lock-
heeds for Maddux in California, was broughr ro Tulsa as
operaring vice presidenr of rhe new line. SAFEway Air¬
lines—rhe orher of irs unofficial designarions—began
business on April 2, 1929, flying five new Ford Trimorors
between Sr. Louis and Dallas via Kansas City, Tulsa, Okla¬
homa City, and Forrh Worrh. Halliburron's personal air¬
plane, rhe brighr-yellow Vega named The Tester, was
pressed inro sevice for use in carrying overloads on rhe
Ford runs. Wirhin a monrh Sourhwesr Air Fasr Express pur
on rhree more brand-new Vegas and four addirional
Fords. The big rrimorors from Derroir were rhe accepred
passenger airliners of rhe period, bur Lockheeds were
 AIRLINERS AT HOME
employed when speed was a prime considerarion. Erie
Halliburton and his backers did well with the combina¬
tion.
SAFEway's base of operations was Tulsa, then one of
the world's busiest airports.’The line had no hangars at
first: all maintenance work was done our in the open,
and during dust- or rainstorms the planes were staked
our and tied to automobiles. Halliburton's ambitious air
network was run by a highly concentrated, well-orga¬
nized group of dedicated personnel, to whom overtime
meant nothing when a job had to be done. In addition
to Larry Fritz and chief pilot Dob Cantwell, there were
Maurice Marrs, Ray Beindorf, Frank Morton, Frank Glenn,
and Jimmy Haizlip to fly the Fords and Vegas. Merrill Grix
was chief engineer, and Dob Arnold, John Forbes, and Ed
Zehring kept the ships flying. Everything was daylight op¬
eration, with the ground crews sending a telegram to
the next airport advising that a plane had left.
One of SAFEway's most lucrative sidelines was the
"Sunday afternoon business" at Tulsa Airport. From dinner
to dark, two or three Fords and all four Vegas were kept
busy flying five-minute scenic hops over the city at $5 a
head. The money they rook in helped keep the budding
airline in solvency.
In addition to their own Vegas, Halliburton and S.A.F.E.
crews maintained other Lockheeds such as the Indepen¬
dent and Marland Oil jobs,and a blue-and-white plane
called Winnie Mae, owned by an F. C. Hall of Chickasha,
Oklahoma. One of the new airline's best customers was
Will Rogers, who had a home in Claremore. The humor-
ist-cowboy-turned-actor liked to fly as much as possible.
He would often charter a Vega to transport himself and
a party of friends to places like Los Angeles, Mexico City,
or Chicago. Unlike the Fords, which bore the company
name, SAF.E.'s Lockheeds were unmarked "business¬
man's specials." In addition to the boss's yellow job with
the barrel-shaped NACA cowl, there was a red Vega, a
blue Vega, and a ran Vega, each with near leather up¬
holstery to march.
Despite the volume of business and a tight operation,
Southwest Air Fast Express became increasingly aware
that it couldn't survive without an airmail contract to sub¬
sidize its passenger traffic for a while. Erie Halliburton
tried, by joining forces with Robertson-Universal of St.
Louis, to obtain the "southern transcontinental route"
from the Post Office Department. There was an involved
you-buy-me-or-l'll-buy-you deal, and finally SAFEway was
sold to rhe American Airways group then forming, for a
cool $1,400,000.
Southwest Air Fast Express had operated for eighteen
months with no accidents or injuries to passengers or
personnel. A record like that gave good indication that
air travel was here to stay.
At the same rime that SAFEway was flying its first
planes across the Oklahoma flarlands, a new kind of
115
transport service was being established up in the north¬
west corner of rhe United Stares. Using rhe region's myr¬
iad bays, rivers, harbors, and lakes as landing fields, it was
to be an airline on floats.
In rhe spring of 1929, Joseph L. Carman, Jr., bought a
new Wasp-powered Vega on pontoons, to add to rhe
fleer of landplanes at his Seattle aviation school. Named
Juneau and sent to southeastern Alaska, rhe Lockheed
soon brought in a steady income. Swinging high over rhe
steep-sided landlocked inlets, it ferried men to mining
camps, supplied food to isolated settlements, or brought
trappers' furs "outside" for sale.
At this time rhe Alaskan canneries were plagued with
thefts from their widely scattered fishrraps. Conners con¬
tracted for rhe Juneau to fly a varying route over rhe
trapsites. Any noncompany boar seen near a trap was
reported. Fish poachers could never tell when rhe burnt-
orange Vega would come thundering around a head¬
land and swoop our of rhe mist to spot them. Thefts soon
dropped to zero.
Carman's Lockheed was also used by rhe Alaska-
Pacific Salmon Corporation and rhe Nakar Packing Com¬
pany to transport their officials, and to act as a courier
between canneries and their small boat fleers. When a
school of fish was sighted offshore rhe sturdy Vega would
be dispatched with a strange, hastily prepared load: doz¬
ens of bottles rolled clinking on rhe floor of rhe cabin,
each tightly corked and enclosing a message advising
rhe proper course and rendezvous for a probable good
catch. Alaska-Pacific and Nakar fishermen learned to hail
the Juneau's arrival with hearty waves and whistles, for
rhe bottle messages meant more dollars in rhe hind
pocket when they next made port.
The fishery work and the revenue it brought in were
all fine, bur Joe Carman had other far-reaching ideas. On
April 15, 1929, the Juneau made rhe first nonstop flight
betwen the mainland of the United States and rhe then
territory of Alaska. Piloted by Anscel C. Eckmann, with
Robert E. Ellis as copilot, and mechanic Jack Halloran, rhe
Vega made the 940-mile hop from Seattle to Juneau in
7 hours and 48 minutes. Steamship travel between rhe
same two points required three and a half days.
Thar same day Carman launched a new company:
Alaska-Washington Airways, designed to give Alaskans a
new link by air to Stateside. There was no reason why
almost everything going to and from Alaska couldn't be
moved by airplane. During rhe new outfit's first five
months rhe Juneau, on scheduled operations, charter,
and fish patrol, carried more than 1,500 passengers and
rook in an average of $44 an hour for rhe company. The
fare to Juneau was only $105, which could be produced
by many an old sourdough anxious to get back to his
chosen land.
Encouraged, Carman expanded Alaska-Washington
Airways in all directions. Seaplane operation in rhe Pacific
 Northwest hod rhe advanroge of purring aircraft ar a
dock only minures from rhe heart of rhe dries to be
served. Alaska-Washingron esrablished a Searrle-Tacoma-
Olympia line, a triangular service ro Vancouver and Vic¬
toria in British Columbia, and added ports of call like
Ketchikan, Wrangell, Sitka, and Skagway to the Alaskan
route. In addition, a subsidiary flying Vegas on wheels
served Wenatchee, Ellensburg, Yakima, and Pasco in
central Washington.
Over a three-year period Alaska-Washingron and its
subsidiaries were rhe owners of a real fleer of Lockheed
Vegas. They bought seven—bright and new from the
factory—and had a couple of Fairchild 71s and a Stinson
Detroiter as well. Like homing gulls the shiny orange
Vegas would come winging in to Seattle at night, and sir
bobbing in the sparkling waters of Lake Union off the
company's ramp on Roanoke Street. Next morning
would see them thundering along at 2,000 feet above
the island-dotted waters of the famous Inside Passage,
while passengers bound for Alaska peered out in awe at
a constant panorama of snow-capped mountains, ice¬
bergs, and glaciers.
Its float equipment, colorful advertising, and the scenic
terrain over which it flew made Alaska-Washingron a
true glamour line. The route was good and met a grow¬
ing need. But overexpansion, competition, and rhe first
blows of the Great Depression had to be dealt with. The
workhorse Juneau, literally worn out and hence unair-
worrhy, was returned ro the Lockheed factory. Its replace¬
ment was accidentally destroyed on rhe day of delivery.
Two other new Vegas were burned and washed our
after only a few months of service. The four that re¬
mained when rhe line went into receivership in 1932
were sadly auctioned off.
Nevada Airlines, Inc., is another name little known
today. Organized in 1929 ro fly from Los Angeles ro

The you-name-ir-she'lldo-ir Vega (below) rhar mode rhe nonstop

flight from Stateside to Alaska in 1929, and (left) how rhe arrisr
dramatized AWA service by giving Juneau an Air Express parasol
wing and rear cockpit
 AIRLINERS AT HOME
Reno, ir also operated a route from rhe divorce capital to
Las Vegas. Among its officers were former Lockheed ex¬
ecutives Den 5. Hunter and Ray Boggs of Los Angeles.
Nevada's manager of operations was rhe incomparable
Roscoe Turner, just beginning to make his name synony¬
mous with speed.
Roscoe organized rhe line, flew its planes, publicized
it every chance he got. Nevada's backers supplied four
Vegas powered by Pratt 6 Whitney Wasp engines. With
a 3V2-hour run for the 475 miles beween L.A. and Reno,
Turner was certain rhe schedule could be stepped up.
"Nevada," proclaimed Roscoe, "will be the fastest airline
in rhe world." There is little doubt bur that ir was.
The flamboyant manager of operations chose rhe old¬
est of his four Vegas to streamline and make into a
showpiece for attracting attention and business to rhe
airline. This was the first of F. C. Hall's Winnie Maes,
rhe one flown briefly by Wiley Post and sold back to rhe
factory during a period when rhe oilman had no need
for it. When Roscoe Turner flew rhe ship, ir was the Sirius,
and had rhe first cowl and pants to be sported on a Vega
used as a commercial transport.
This was before Turner had acquired Gilmore rhe lion,
bur his fondness for mascots was asserting itself. He car¬
ried a rabbit's foot, a teddy bear, and a live turtle on his
flights, and a likeness of the turtle adorned rhe rail of rhe
airplane.
Roscoe maintained far from a turtle's pace in promot¬
ing Nevada Airlines. Just to prove that full transcontinen¬
tal passenger service was feasible, he flew the Sirius from
Los Angeles to New York in 19 hours and 53 minutes,
with four stops en route. Behind him in the cabin sat a
police lieutenant, a navigator (rhe then-unknown Austra¬
lian named Harold Garry), a mechanic, and a reporter.
Even with this load of four and rhe turtle, rhe plane made
rhe trip only a couple of hours behind rhe existing non¬
Irrepressible Roscoe Turner finds space ro plug Chrisrmas for a Cali¬
fornia newspaper in 1929, decorares rhe rail of his srreamlined
Vega, Sirius, with rhe likeness of a mascor rhar belies his ship's—
and his airline's—record.
117
stop record set earlier in rhe year by Captain Frank
Hawks's Lockheed Air Express.
At Cleveland in September 1929, Turner placed third
in rhe closed-course, 50-mile event of rhe National Air
Races, and rhe name of Nevada Airlines was spread by
newspapers and movie newsreels from coast ro coast.
Back our West, Reno was popular as a resort, and big-
name stars of rhe movies flew up with Roscoe and his
fellow pilots in the 4-place, star-named Vegas, proud ro
be traveling on rhe "Fastest in rhe World." Box-office
luminaries like Loretta Young, Joan Bennett, Clark Gable,
and Fred MacMurray hopped up to Reno, nor necessarily
to shed a spouse. Still, since many of rhe customers had
in mind the tossing of a ring in rhe Truckee River after
their decrees were awarded, Nevada Airlines got rhe
nickname of The Alimony Special. Among rhe other
pilots was "Little Jack" O'Brien, decked our like Roscoe
in a uniform complete with Sam Browne belr.
During nearly a year of operation, Turner's pioneer
effort pur air transport in rhe public eye, flew nearly a
thousand miles a day, never had a forced landing, never
hurt a passenger. The closest they came to recording an
injury was the rime an irate wife chased her husband
into a Vega. As he cowered behind a sear she pum-
meled him with an umbrella and berated him for losing
a bundle at rhe gaming halls in Reno.
If it had not been for the financial crash of 1929, rhe
Fastest Airline in rhe World might have kept going and
expanded into the big rime. Ir guierly folded, though,
and Lockheed reluctantly repossessed Nevada's speedy
little fleer. Roscoe Turner went on to grearer flying
achievemenrs.
While Nevada's pilors were winging their way ro Reno
and Las Vegas, Texas Air Transport established a healthy
mail and express business flying from Fort Worth ro Waco,
Houston, and Galveston. Since there was an occasional
passenger who could be stowed with rhe mailbags, rhe
company bought an Air Express complete with NACA
speed cowl.
T.A.T. had better luck with rhe ship than Wesrern Air
Express had with theirs. The plane suffered an accident
at Big Spring, Texas, and had ro have a new fuselage,
110 REVOLUTION IN THE SKY
Wedell-Williams bought Lockheed's last Sirius. Ir larer served Delta
Air Lines os a moil carrier.
bur Texas Air and irs successors—Southern Air Transport
and American Airways—kept it flying on Southwest air
routes for several years.
Late in 1928, Allan Loughead and Norman S. Hall
started our on a 2,500-mile sales trip into Oklahoma and
Texas with the hope of selling a couple of Vegas to
wealthy oilmen. One result of the trip was the order for
the first Winnie Mae from F. C. Hail of Chickasha, Okla¬
homa. Piloted by E. L. Remelin, the salesmen made a
stop at Son Angelo, Texas, where they met Carl G. Crom¬
well, another well-to-do oil operator. Cromwell was so
struck with the Vega demonstrator that he bought it on
the spot. The Loughead parry had to catch a train back
to Burbank.
A year afterward, Cromwell started an airline with rwo
Stinsons and his Lockheed. He soon bought another. The
ships flew daily routes our of San Angelo to Dallas, San
Antonio, and Big Spring. It was on this line that Jimmie
Mortem, as chief pilot, got to flying Vegas. Larer, when
right money caught up with Cromwell Air Lines, Jimmie
found himself in possession of a Lockheed in lieu of back
wages. It was to be his chance to emerge on the na¬
tional scene.
Flying out of Sr. Louis to Fulton and Jefferson City, Mis¬
souri, Gentry Shelton operated a one-plane, twice-a-day
schedule for a few months in 1900. The flyer and his
ground crew were occasionally chided about their small
operation. "Whaddaya mean, one-horse airline?"
snorted a Shelton mechanic after one of these jibes. He
pointed to the Wright Whirlwind engine on the nose of
the company's Vega. "We've got rwo hundred and
rwenry of 'em!"
Down in Louisiana a lean Texan had become a part¬
ner in one of the nation's largest privately owned flying
services. Quiet, unassuming James R. Wedell wasn't shy,
bur he was more at home with planes than with people.
Like Wiley Post, Wedell had the use of only one eye, bur
he could fly like a demon in anything with wings.
In 1927, fare pur Wedell in contact with Harry P. Wil¬
liams, a millionaire lumberman, and the virtual ruler of
the town of Patterson, Louisiana. The Williams mills
made jobs for everyone in Patterson, and "Mister Harry"
saw to ir that the town was run according to his wishes.
Among other things, Williams enjoyed playing police¬
man. A benevolent despot, he'd arrest a man for a real
or fancied violation and let him swear our the possible
stiff fine or jail sentence. In the end Williams would usu¬
ally pay it himself.
This avocation pur Harry Williams in contact with barn¬
stormer Jimmy Wedell, down on his luck and caught
with a decrepit flying boar on a remote bayou, and ac¬
cused of smuggling hooch. Jimmy talked his way our of
that one, then went on to sell Mister Harry on the won¬
ders of air travel. Before he knew ir, Williams had his own
plane, and Wedell, as his personal pilot, was reaching
him to fly ir. Soon this strangely marched pair went fur¬
ther, and a hangar and shops rose on the shore of Bayou
Teche near Patterson.
Wedell-Williams Air Service was a major enterprise for
the place and rimes. Combining Williams's money and
labor pool with Wedell's designing genius and practical
flying knowledge, the Louisiana partners were involved
in nearly every phase of aviation. They kept over a dozen
airplanes of various makes busy with a flying school, ae¬
rial photography, amphibious work, and charter service.
The special Wedell-designed low-wing racing mono¬
planes built in Patterson became world famous.
Not the least of Wedell-Williams Air Service enterprises
Looking forward in rhe cobin of a typical 6-passenger Vega, a
favorite of early airlines.
was rheir airline. This began wirh flights from New Orle¬
ans ro Shreveport and was larer extended ro Dallas and
Fort Worth. Another route flew from rhe firm's own field
near rhe Crescent City ro Houston, wirh a way stop at
little Patterson, a town of 0,000 people.
To fly rhe line, Wedell-Williams bought four new Lock¬
heed Vegas plus a fifth that they purchased in ports and
assembled themselves. For a "piney woods" shop that
could turn our champion racing planes, purring a Vega
together was a snap. Still later, rhe partners bought
a new Sirius, rhe last of rhe fixed-geor, low-wing twin-
cockpit jobs ro come our of rhe Burbank factory.
Even without rhe subsidy of a moil contract Wedell-
Williams Vegas plied bock and forth on fast schedules
between New Orleans and Texas for several years.
Horry Williams autocratically decreed just how rhe busi¬
ness and shops should be run, and things got done.
Jimmy Wedell was free to dream up ond build fast air¬
craft, and ro win races and break records wirh them. He
always signed autographs and letters "Speedily Yours." If
there wos ever any rime during slock seasons for other
run-of-the-mill flying chores he'd cheerfully take them on,
from on airline run ro a srudent hop. On December 27,
1933, Jimmy flew Mr. and Mrs. W. B. Trammell and rheir
infant daughter from Houston ro Baltimore. Baby Sue
Trammell was suffering from a brain disease and needed
immediate surgery at Johns Hopkins Hospital. Wedell
mode this winter mercy flight in rhe face of fog and
blizzards, arriving or rhe Maryland city in the middle of
the night.
Had it nor been for tragedy, there is no telling how for
Speedy Jim Wedell and Mister Horry Williams might hove
gone in rhe flying game. As it was, both partners were
killed in successive flying accidents. The firm wos pur¬
chased and liquidated in 1936 by Eastern Air Transport,
ond most of rhe Lockheed Vegas from Patterson went ro
work in Mexico.
Running or right angles to Wedell-Williams's routes
were the Bowen Air Lines out of Fort Worth, Texas. Head
of this company was Temple Bowen, already a familiar
figure in the transport field os on operator of Southwest¬
ern bus lines, and of rhe original Texas Air Transport.
Bowen's routes were flown, spokelike, in four directions:
to Tulsa, Oklahoma City, Son Antonio, and Houston, wirh
Dallas and Fort Worth os a hub.
From the start, Bowen bottled for traffic wirh American
Airways, which flew parallel routes. His method of com¬
petition was to lower rotes and put on foster planes than
those of his big rival. Soon four new whire-and-red Lock¬
heed Vegas bearing the line's flog emblem were wing¬
ing north and south our of Fort Worth. To entice Texans
to rhe air lanes rhe passenger fores were reduced ro
railroad levels. The folding leather seats oil began to be
occupied on every trip.
American hod rhe Post Office business, and advertised:
"Fly with rhe Air Moil!" Bowen countered wirh a letter
slogan: "Fly pasr rhe Air Moil!" His Lockheeds could do it,
too. American's crews were under orders nor ro wait
even sixty seconds for rhe compering planes or junction
points. Bur if a Bowen pilot just missed a connection, he'd
simply go rearing by a lumbering AA Ford or Stinson
Trimoror and be waiting patiently at rhe next stop.
Seeking even more speed, Temple Bowen bought the
first two Orions to come off rhe production line or Bur¬
bank early in 1931. Wirh their fully retractable landing
gear, rhe new ships were the fastest transports in the sky.
120 REVOLUTION IN THE SKY

Lockheed's first Orion is checked our before delivery ro Dowen Air heed Sirius, converted as a mail and cargo carrier, flew
Lines in spring of 1931. Prototype was initially called a "Sirius 6- briefly for Delta Air Lines when that line won rhe Deep
passenger cabin plane" and an "AltairModel D" (note fully retract¬
South mail contract that Bowen covered bur never
able landing gear).
gained.
The other Southwestern carrier with a Lockheed fleer
was Braniff Airways, Inc., of Oklahoma City. Taking up
Soon rhe Texas promoter was running eighteen doily
where SAFEway had left off, rhe new and struggling en¬
scheduled flights over his four routes, covering 4,500
terprise was launched by a forry-six-year-old Oklahoma
miles a day. Bowen's was rhe first 175-mph passenger
City insurance and real estate man, Thomas E. Braniff.
service in air history, and again Lockheeds were flying
With his younger brother, Paul, a World War I pilot, and
rhe fastest scheduled airline operation in the world.
two wealthy friends, Braniff went into business with
Bur rhe accelerated pace was nor enough. Unhappily,
Vegas in 1930. Soon he was expanding, and running his
though he offered to carry mail at half rhe rare per mile
B-Line clear from Wichita Falls, Texas, to Chicago via
his rivals received, Temple Bowen could nor match rhe
Oklahoma City, Tulsa, Kansas City, and Sr. Louis. On rhe
financial backing that kept American Airways in rhe air.
local scene Braniff's three-trip doily shuttle service be¬
The Bowen lines never did get a mail contract, and by
tween Oklahoma City and Tulsa was a popular feature.
1935 another "world's fastest airline'' was only a mem¬
Bowen made connections with Braniff and provided a
ory. During four years of flying Lockheeds, Bowen hod
good deal of through traffic.
suffered only one passenger accident: rhe original Orion
Like Temple Bowen's line, Braniff's had no mail con¬
was washed out at Tulsa with no fatalities. The remaining
tract, and was in stiff competition with American Airways.
ships were sold to various owners and other airlines in
It has been said that rhe company was held together by
rhe Southwest and Mexico. Temple Bowen's own Lock¬
rhe "courage, conviction and persuasiveness of Tom
Braniff.'' For six years he served as president and general
American had a fleer of six Orions. Contemporary planes in rhe
factotum with no salary. A loyal cadre of employees
background include (right ro left): Dellanca, Pilgrim, Stinson, Boeing stuck with rhe company during rhe doldrums of rhe
24 7, and Lockheed Vega. Depression. Sometimes they would go our and sell ad-
This merol Vega had already worked for Dowen, Stanavo, and
Cenrral Airlines before coming ro Droniff in 1934.
vonce airline rickers ro ger some rake-home pay.
Unlike Dowen, however, Tom Droniff boughr no new
airplanes. All bur one of his Lockheed Vega fleer were
purchased second- or even sixrh-hand. Fully recondi-
rioned in rhe Droniff shops, rhey funcrioned as ade-
quarely as Dowen's facrory-new ships; and cosr much less.
Droniff flew irs schedules wirh grim dererminarion, and
was one of rhe very few nonmail-carrying "indepen¬
dent" ro survive rhe lean years.
This persisrence paid off. Early in 1934 rhe Posr Office
Deparrmenr canceled rhe airmail conrracrs because of
On hand ro speed D-Line's first mail flight, May 17, 1934, are broth¬
ers Tom Droniff (left) and Paul Droniff (righr). C. R. Smith (far right),
longtime head of American, takes delivery on an AA Orion from
Lockheed's Lloyd Stearmon.
alleged collusion among major carriers, refusing ro allow
rhem ro bid again under rheir former names, and using
U.5. Army Air Corps planes ro fly rhe mail during rhe hiarus
before new conrracrs were ler. Among rhe successful
new bidders was Droniff, awarded a new Chicago-Forr
Worth mail run. The "payless, canned-bean-dinner days"
of rhe D-Line were over. Ir pur on two more used merol
Vegos and, wirh rhe purchase of on addirional roure
from Dallas ro Flousron, Corpus Chrisri, and Drownsville,
Droniff Airways could adverrise irself os exrending from
rhe Grear Lakes ro rhe Gulf.
Though increased rraffic worranred purring on 10-
passenger, twin-engine Lockheed Elecrras in 1936, one
of rhe original lirrle fleer of Vegos was kepr on srandby
for anorher four years. All rold, rhe D-Line had eleven of
rhem, plus o merol Vega on lease from Derroir Aircraft.
Mid-Conrinenr Airlines had much rhe same back¬
ground and a srory parallel ro rhor of Droniff. In 1928 ir
was rhe rhoughr of a young flyer in Sioux City, lowo, ro
provide air service between his home rown and rhe Min-
122 REVOLUTION IN THE SKY
neapolis-Sr. Paul region. Backed by his farher, a prosper¬
ous creamery executive, A. S. Hanford, Jr., commenced
operations on his aerial short line.
After four years of modest operation, Hanford's Tri-State
Airlines, Inc., still flew just the one round trip a day to and
from the Twin Cities, using two secondhand Vegas. Ex¬
pansion came gradually and, like Braniff, the Hanford
line was saved from oblivion by the acguisirion of nor
one, bur two, mail contracts after the cancellation trou¬
bles of 1934. Soon Hanford's Lockheeds were wafting
letters clear from Chicago to Winnipeg, and from Kansas
City to Bismarck, North Dakota. Before long they ab¬
sorbed Rapid Air Transport, which had an Omaha-Sr.
Louis route.
The Hanfords, farher and son, did not let the new pros¬
perity go to their heads. They cannily procured more
Vegas and built up a small bur competent organization
to keep them flying. Jack Seay, a longtime employee,
recalled that he was hired simply because he had some
experience with plywood and could parch holes or
cracks in "the pickle barrels," as the doughty Lockheeds
were dubbed by the ground crews.
After the younger Hanford's death in a sport plane
accident, A. S. Hanford, Sr., continued in active operation
of the airline, using a fleer of four Vegas and three Fords.
Two-way radios for mail and night operations were in¬
stalled in the planes, a difficult job to do in the close
confines of the tapering, thin wooden rail of a Lockheed.
At least one grunting and cussing mechanic discovered
that he had stuck his foot clear our through the side of
the plane.
Ill-fared Continental Airways gets a boost when delivery flight of
this Orion wins second in 1931 Dendix Race.
In the course of procuring and rebuilding his various
Vegas, the elder Hanford met Thomas Fortune Ryan III, a
young financier from San Francisco. Ryan was involved
with the reorganized Lockheed company in California,
bur he was really more interested in airlines. In 1936 he
joined the renamed Hanford Airlines at their base in Kan¬
sas City and rook over operation of the Midwest network.
Steady respectability attracted additional capital from
other investors. With Tom Ryan at the controls, Hanford's
airway became Mid-Continent Airlines in 1938, and went
on to become a major carrier before merging with Bran¬
iff in 1954.
Weathering the Depression was no cinch for a strug¬
gling air transport company. Many hardly got off the
ground. The year 1931 was a particularly bad one for
the smothering of infant airlines. There was W. E. Weth-
ee's Midland Air Express, for instance. With George Halsey
as chief pilot, he set two Vegas to winging the long miles
from Kansas City to Cheyenne, Wyoming, and north to
Sioux Falls, South Dakota. Empty sears at that rime made
the routes appear unprofitable. Chicago-Derroir Airways
flew two rebuilt Vegas on their short line a few months,
and gave up Then there was Continental Airways, con¬
necting Chicago and Washington with high-speed sched¬
ules and the services of top pilots like Harold Johnson
and Russ Mossman. Added to mounting deficits and
overexpansion, Continental had bad luck: both their
a I most-brand-new Lockheed Orions were destroyed in a
Chicago hangar fire.
Misfortune also struck the New York, Philadelphia &
Washington Airway Corporation, better known as the
Ludingron Lines. This efficient and tightly operated com¬
muter service between the big Eastern cities was run by
Eugene Vidal and Paul F. "Dog" Collins, both A-1 air
 AIRLINERS AT HOME
transport men, while the purse strings were held by the
air-minded Ludingron brothers of Philadelphia. Seeking
to step up their schedule with a 68-minute nonstop
Washingron-Newark service, Ludingron put on a new
Orion, only to lose it in a disastrous crash after only o few
weeks' operation. For the remainder of their two years'
competition with the bigger, mail-carrying Eastern Air
Transport, the speedy runs on the Ludingron Lines were
handled by Consolidated Fleersrers, plus Amelia Earhart's
transatlantic Vega on lease.
Two sister ships of Ludington's Orions had gone to an¬
other Eastern line, Pittsburgh Airways. This company—
organized by Jim Condon, ex-U.S. Navy, and former barn¬
stormer Ted Taney—was a pioneer in flying passengers
across the forbidding hump of the Alleghenies.
Condon and Taney had ambitious plans for their new
subsidiary, New York & Western Airlines, with a route
from New York to Pittsburgh via Camden and York. In
addition to the bright new Orions, they leased the first
three metal Vegas to be assembled by Detroit Aircraft,
with option to buy. Business languished despite this for¬
midable array of equipment, and NY&W ran for only five
months. The Detroit organization, already in receivership,
was stuck with five somewhat-used airplanes.
Philip H. Philbin of Denver rook over the ex-Pittsburgh
Orions the next summer for his recently formed Air Ex¬
press Corporation. This was a new idea in transport—an
exclusive air freight line operating coast to coast. In ad¬
dition to the pair of Orions, Philbin picked up Midland Air
Express's three Vegas, one a vereran that had begun
service with Maddux Airlines in 1928. Under the direction
of Vance Breese, Air Express's operations manager, all
five Lockheeds were rebuilt in Detroit. Windows were
blocked our and the Vegas were fitted with an extra-
streamlined special Speed Gear.
The silver express fleer was put to work on the trans¬
continental airway, flying lobsters to Los Angeles and
fresh flowers back to New York. Famed transpacific flyer
Clyde Pangborn was an Air Express pilot, along with Jess
Hart, Russ Mossman, Harry Van Liew and "Chief" Bohan.
They worked in relays with the Orions to lower the trans¬
continental transport record three rimes until it stood at
13 hours and 50 minutes.
Phil Philbin's freight line was a preview of things to
come in the expanding air transport picture, bur a few
years ahead of its rime. Without funds to continue oper¬
ations during the bank holiday of 1933, the Air Express
Corporation went out of business.
On the West Coast the name of Walter T. Varney was
well known in the airmail business. Son of a San Francisco
advertising billboard executive, Varney stayed in aviation
after World War I and operated a successful flying school
and charter service out of San Mateo, California. In 1926
his pioneer 460-mile route from Elko, Nevada, to Boise,
123
Philbin's # 104 offers overnight hops from N.Y.C. ro L.A.
Idaho, and Pasco, Washington, had been the first con¬
tract carrier ro get the U.S. mail into the air.
By 1931 Varney was back in Oakland with a small line
to Sacramento and an exclusive agency to sell Stinson
airplanes. He had sold his mail routes in the Pacific North¬
west ro United Air Lines—and was suddenly a million¬
aire. A great one for entertainment and free spending,
Walter Varney might have settled down to enjoy his
money then and there. But the Cord-controlled Century
Pacific Airlines set up their own ground units ro service
the Stinson Trimorors they'd begun flying in California.
Motor tycoon Erretr Lobban Cord, of the Auburn Auto¬
mobile Company, also owned Stinson Aircraft, and Var¬
ney was angry at this interference in "his" territory.
"We'll get the fastest commercial plane on the mar¬
ker," he told Franklin Rose, his young and trusted assis¬
tant, "and fly circles around their damn Stinsons!" And
they did.
The Varney Speed Lines were born when the vereran
operator sat down and wrote out a check for six Orions.
Frank Rose, as president and general manager, rook the
order and flew down to Burbank. To Lockheed's Carl
Squier and his tiny staff, floundering with absentee man¬
agement from Detroit, the $100,000-plus check was
manna from heaven. (Later, in much the same way,
Varney was to help buy the whole nearly defunct Lock¬
heed Aircraft Corporation.)
Sparkling white with red trim, the Varney Orions were
six of the most beautiful airplanes ever to launch a full-
fledged airline practically overnight. The sleek ships were
named for winds from all four points of the compass, plus
Winter and Coast The advertised schedule was Oakland
to Glendale in 1 hour and 58 minutes. Passengers were
given a shiny new dime for each and every minute it
took over that to reach their airport destinations. The
flight time ro Sacramento was 22 minutes, with the same
offer. Some of the pilots were Monte Sharpe, Joe Taff,
(Continued on page 128)
124 REVOLUTION IN THE SKY

DOMESTIC (U.S.) SCHEDULED AIRLINES USING

Base of Years Operating

Name Operations Early Lockheeds Types

Air Express Corporation New York, N.Y. 1932-03 3 Vegas, 2 Orions

Alaska Air Express, Inc. Seattle, Wash. 1933-36 1 Vega
Alaska Airlines, Inc. Anchorage, Alaska 1944-46 1 Vega, 1 Orion
Alaska Air Transport Juneau, Alaska 1936-42 2 Vegas
Alaska Coastal Airlines Juneau, Alaska 1942-58 2 Vegas
Alaska Southern Airways Seattle, Wash. 1933-34 2 Vegas
Alaska Star Airlines Fairbanks, Alaska 1942-46 1 Vega, 1 Orion
Alaska-Washingron Aiways, Inc. Seattle, Wash. 1929-32 7 Vegas
American Aiways, Inc. New York, N.Y. 1930-35 4 Vegas, 6 Orions, 1 Air Express
Arrowhead International Airlines Duluth, Minn. 1929-30 3 Vegas
Bowen Air Lines, Inc. Fort Worth, Texas 1930-35 6 Vegas, 2 Orions, 1 Sirius
Bran iff Aiways, Inc. Oklahoma City, Okla. 1930-39 11 Vegas
Canadian-American Airlines, Inc. Sr. Paul, Minn. 1929-30 2 Vegas
Capitol Airlines, Inc. San Bruno, Calif. 1933-34 2 Vegas
Central Airlines, Inc. Pittsburgh, Pa. 1934 4 Vegas
Chicago-Detroit Aiways Chicago, III. 1931 2 Vegas
Continental Air Express Los Angeles, Calif. 1928-30 1 Vega
Continental Air Lines, Inc. Denver, Colo. 1937-41 1 Vega
Continental Aiways, Inc. Chicago, III. 1931-32 2 Orions
Cromwell Air Lines San Angelo, Texas 1929-32 2 Vegas
Hanford Airlines, Inc. Sioux City, Iowa 1932-38 6 Vegas
Inland Air Lines, Inc. Casper, Wyo. 1938-41 2 Orions
International Aiways, Inc. Minor, N. Dak. 1928-31 1 Vega
Irving Aiways Juneau, Alaska 1936 1 Vega
Maddux Air Lines, Inc. Los Angeles, Calif. 1928-30 2 Vegas
Mid-Continent Airlines, Inc. Kansas City, Mo. 1938-42 2 Vegas
Midland Air Express, Inc. Kansas City, Mo. 1931-32 2 Vegas
Middle Stares Airlines Akron, Ohio 1929-31 2 Vegas
Nevada Airlines, Inc. Los Angeles, Calif. 1929-30 4 Vegas
New York, Philadelphia & Washington Washington, D.C. 1931 1 Orion
Aiway Corp.
New York & Western Airlines, Inc. Pittsburgh, Pa. 1931 3 Vegas, 2 Orions
 AIRLINERS AT HOME 125

SINGLE-ENGINE LOCKHEED AIRCRAFT 1928-58

Evolved to/Acquired by
Present Company Remarks

Express only

Alaska Airlines, Inc.

Alaska Coastal—Ellis Airlines Merged 1939 ro become Alaska Coasral Airlines
Alaska Coastal—Ellis Airlines

Alaska Airlines, Inc

Also briefly operated Inrer Citair Airlines, Wenatchee, Wash. (1930)
American Airlines, Inc Used various ones over different periods
Combined 12/29 with Canadian-American Airlines

Braniff International Airways, Inc. Plus 1 Vega leased only (1931)

Capitol Speed Lines, Inc, (1934)

United Air Lines, Inc.

Continental Air Lines, Inc.

Braniff International Aiways, Inc. Also called Hanford's Tri-State Airlines, Inc.; n/c ro Mid-Continent Airlines (1938)
Western Air Lines, Inc.

Trans World Airlines (TWA)

Braniff International Aiways, Inc.

Plus 1 Vega leased only (1931); also called Ludingron Lines

Also called Pittsburgh Aiways, Inc.

126 REVOLUTION IN THE SKY

DOMESTIC (U.S.: SCHEDULED AIRLINES USING

Dose of Years Operating

Name Operations Early Lockheeds Types

Northern Airlines, Inc. (N.D.) Minor, N. Dak. 1928 1 Vega

Northern Consolidated Airlines Anchorage, Alaska 1948-52 1 Vega
Northwest Airways, Inc. Sr. Paul, Minn. 1930-05 3 Orions
Pacific Alaska Airways Fairbanks, Alaska 1934-06 1 Vega
Rapid Air Lines Corporation Omaha, Nebr. 1900-04 1 Vega
Santa Maria Airlines, Inc. Santa Maria, Calif. 1928-29 1 Vega
Shelron-Jefferson Airways, Inc. Sr. Louis, Mo. 1930-01 1 Vega
Southwest Air Fast Express Tulsa, Okla. 1929-00 4 Vegas
Texas Air Transport, Inc. Fos Wosh, Texas 1929-02 1 Air Express
Transcontinental & Western Air, Inc. New York, N Y. 1901-37 4 Vegas, 3 Orions
Universal Air Lines Chicago, III. 1928-31 2 Vegas
Varney Air Service, Ltd. Alameda, Calif. 1931-34 1 Vega, 6 Orions
Varney Speed Lines, Inc. (Southwest Division) El Paso, Texas 1934-07 5 Vegas

Washington-New York Air Line, Inc. Washington, D.C. 1929-00 2 Vegas

Wedell-Williams Air Service, Inc. Patterson, La. 1900-06 5 Vegas, 1 Sirius

Western Air Express Los Angeles, Calif. 1928 1 Air Express
Wyoming Air Service, Inc. Casper, Wyo. 1905-08 0 Orions

FOREIGN SCHEDULED AIRLINES USING

Aerovlas Centrales, S.A. Mexico, D.F. 1934-06 0 Orions

Cla. Mexicana de Aviacion Mexico, D.F. 1906 2 Orions
Commercial Airways, Ltd. Edmonton, Alta., Canada 1929-44 1 Vega
Corp. Aeronautica de Transposes, S.A. Torreon, Coah., Mexico 1929-03 10 Vegas
Llneas Aereas Mineras, S.A. Mazarlan, Sin., Mexico 1907-44 11 Vegas, 1 Orion

Llneas Aereas Occidentals, S.A. Burbank, Calif. 1904-05 2 Vegas, 4 Orions

New York, Rio & Buenos Aires Line New York, N.Y. 1900 2 Air Express
Pan American Airways, Inc. New York, N.Y. 1930-02 2 Air Express
1905-06 2 Orions
Pan American-Grace Airways, Inc. New York, N.Y. 1900-35 2 Vegas
Swiss Air Transport Co., Ltd. Zurich, Switzerland 1902-05 2 Orions
Transposes Aereos de Chiapas, S.A. Tuxtla, Chiapas, Mexico 1935-42 5 Vegas

SINGLE-ENGINE LOCKHEED AIRCRAFT 1928-58
Evolved to/Acquired by
Present Company
Norrhern Consolidared Airlines, Inc.
Norrhwesr (Orienr) Airlines, Inc
Draniff Inrernarional Airways, Inc.
American Airlines, Inc.
American Airlines, Inc.
Trans World Airlines (TWA)
American Airlines, Inc.
Continental Air Lines, Inc.
Western Air Lines, Inc.
Western Air Lines, Inc.
SINGLE-ENGINE LOCKHEED AIRCRAFT 1929-49
Pan American World Airways, Inc.
Pan American World Airways, Inc.
Pan American World Airways, Inc.
Pan American World Airways, Inc.
Pan American-Grace Airways, Inc.
Swissair
AIRLINERS AT HOME 127
Remarks
Subsidiary of Pan American Airways
Also called Rapid Air Transport; absorbed by Hanford Airlines (1904)
Also called S.A.F.E. or SAFEway Airlines 1
Became Southern Air Transport (SAT), then American Airways
Also leased 1 Alrair (1931) and 1 Vega (1934-35)
N/c to Varney Speed Lines, Inc. (1933)
N/c to Varney Air Transport (1935), to VAT, Inc. (1936), to Continental Air Lines, Inc.
(1937)
Plus other Vegas leased; also called United Stares Air Transport, Inc,, Washington
Flying Service
N/c to Inland Air Lines, Inc. (1938)
Subsidiary of Pan American Airways
Subsidiary of Pan American Airways
Later Canadian Airways, Ltd. (1931)
Called C.A.T.
Called LAMSA; then Lineas Aereas Mexicanas, SA. (1944-49) and operated by
United Air Lines, still LAMSA
Called L.A.O., Mexican operation by Varney Air Service
Operated in Argentina; called NYRBA; bought our by Pan American Airways (1930)
Air Express used in Argentina,- Orions used in Mexico
Chilean operation,- called Panagra
Central European operation
N/c to Cfa. Aeronautica Francisco Sarabia, SA. (1939)
120 REVOLUTION IN THE SKY

Doug Fairbanks, Mary Pickford, and rhe Maurice Chevaliers add

glirrer ro Varney's heyday. Nore rhe boarding ramp behind them,
which rhe line was one of rhe firsr ro offer as a luxury rouch for air
rravei

Orion's performance and Frank Rose's experr handling add up ro

a sale ro King Carol of Romania.

(Conrinued from page 123)

Avery Black, Vic Hoganson, Jack Evans, and Freddie Ham¬

mer.
Varney had grown up ro appreciate rhe value of ad¬
vertising and publicity. His public relations department
was Warren Burke, who had served in Hollywood and
knew how to work most of the angles. Movie stars like
Arlene Francis, Maurice Chevalier, Jane Wyatt, and Con¬
stance Cummings were induced ro ride in Speed Line
ships and were well photographed doing so,- nameless
starlets had hair-pulling battles for rhe chance to climb
rhe wing of an Orion and pose prettily. Burke's pictures
often splashed rhe Varney name in newspapers from
Lubec to Los Angeles.
This was an airline whose like had never been seen
before, a bright spot in a depression-stricken industry.
Cord's Century Pacific operation withdrew from rhe field
in a rout. Flushed with success, Varney bought out Capitol
Airlines, his only competition on rhe run to Sacramento.
Next came acquisition of the Air Ferries, which linked rhe
cities of rhe Bay area. At 5 p.m. a tired businessman could
be whisked by amphibian from San Francisco's down¬
town Ferry building across rhe Bay ro Oakland and be in
Los Angeles in ample time for a dinner engagement.
And a spotless Graham-Paige sedan would deliver him
to the door at either end of his trip.
The glamor of Varney's Speed Lines couldn't last. In
March 1933 the East Wind, groping for the Oakland field
One of Central Airlines' hastily acquired fleer of used Vegas, and
(righr) Varney Air Transport Vega. Continental Air Lines used one
on standby until 1941.
in rain and sudden overcast, smashed blindly inro two
houses and killed fourteen people. The public's reaction
to the disaster did much to nullify flamboyant news-
spreads of happy Varney air travelers.
Varney always had a deal in the offing, and made a
contact with King Carol to promote o possible Romanian
national airline. Frank Rose, in Europe with the West
Wind to prepare for the 1934 MacRobertson Race to
Australia, was shuttled off to Bucharest to demonstrate
the Orion and its capabilities to the king. After some
struggles with protocol the California pilot rook His Maj¬
esty for a lengthy hop, and sold the Lockheed on the
spot. Unfortunately the airline never materialized, and
soon afterward a Romanian army pilot clobbered the
ship on a mountain north of Bucharest.
A better proposition was Varney Speed Lines' South¬
west Division. This was established in El Paso, Texas, when
the line finally picked up one of the canceled airmail
contracts in 1934. Under Lewis H. Mueller and Avery
Black, the Southwest Division operated one round-trip a
day from El Paso to Albuquerque and Pueblo, Colorado.
They flew three very much used Vegas, and carried only
nine passengers in the first fifteen days of operation.
Luckily the mail subsidy of 17 cents a plane-mile kept
the sturdy old pots percolating, and before long rwo
more Vegas were added.
It is ironical that of all the Varney enterprises, its little
Southwest Division was the only one to survive and grow
of itself. Named successively Varney Air Transport and
VAT, Inc., its Vegas were gradually replaced by larger
twin-engine equipment. Though the famous name of
Varney has vanished from the air transport rosters, that
little fleer of Lockheeds became the nucleus of equip¬
ment for today's Continental Air Lines.
Bowen, Varney, and a foreign airline were flying the
Orions with success. The growing major networks could
not afford to overlook this speedy low-wing transport that
was being turned out in Burbank. They had been leary
of the ship's retractable landing gear, which originally
was a mechanical wind-up affair. But then Lockheed
engineers got the bugs our of it and it became a simple
matter of "about 18" shots of the hydraulic pump, with
signals to indicate whether full up or full down. By '33
the big airlines were willing to trust the Orion and the
new managers of Lockheed who were building it.
First to buy was Transcontinental & Western Air. With
people like Colonel Lindbergh, Jack Frye, and Larry Fritz
in the management, TWA knew the planes and had
already acquired considerable experience with Vegas.
Four of these, bearing the big Indian-head-and-arrow
trademark, or just plain TWA, were already employed on
various schedules, supplementing the airline's bigger
Fords and Fokkers. They had bought a used wooden
Vega and, after a trial lease, finally purchased the first
three Detroit-Lockheed metal jobs, which had already
seen service with New York & Western. Also leased for
a short period was the one and only Altair DL-2A, a
fast open-cockpit moil and cargo carrier. This experi¬
mental job was belly-landed in TWA service at Colum¬
bus, Ohio, in October 1931. Returned to the factory,
it was converted to an Orion as Jimmy Doolittle's
famous Shellighming, and is still in existence today.
The order for the faster Orions pur TWA in a better
competitive position for the expanding, faster mail sched¬
ules on its central transcontinental routes. Three of them,
based at Pittsburgh and Kansas City, flew mail in relays
from Newark to Los Angeles, along with Northrop Alphas
and parasol-wing Consolidated Fleetster 20As.
TV/A pilots who checked out in wooden Lockheeds,
metal Norrhrops, and the wood-and-meral Fleetsters
thought the Orion the most stable and the easiest to fly.
They voiced doubts, however, about the Orion's retract¬
able landing gear, which the two competitors did nor
have. With a cruising speed of 205 mph, though, the
Lockheeds were by far the fastest.
Motor trouble seemed to curse TWA's Orions. After only
 FIRST AIR MAIL STRATOSPHERE FLIGHT
U. S. AIR MAIL ROUTE No 2.
Vv'ilt/ Post, Piio
v ^ xrA &
y°**>
COAST TO COAST
TRANSCONTINENTAL & WESTERN AIR, INC.
Transconrinenral & Western Air still used wooden Vegas, jazzing up
their first ship with a speed ring half-cowl (rop) and hiring Wiley
Post to carry mail like this on Winnie Mae's great stratosphere ex¬
periments in 1935.
two months' service, rhe firsr one dropped inro rhe Mis¬
souri River when o gas line clogged on takeoff from
Kansas Ciry; pilot E. J. Noe was killed. The second suffered
engine stoppage wirhin sighr of rhe Albuquerque Airport.
Pilor H. H. Holloway slid rhe ship ro a srop on rhe desert
with wheels retracted. Thar Orion was repaired and pur
back ro flying. Ir finished our a rough rhree and a half
^
fa fr()
Owl hfyu/
years of service wirh dozens of pilots on rhe rransconri-
nenrai mail routes.
i
During rhis period, Wiley Post was flying his famous
Winnie Mae for TWA during rhe course of his experiments
wirh rravel in rhe stratosphere. When he decided ro retire
rhe fairhful Vega and obtain a newer plane, he bought
Transconrinenral 6 Western Air's third Orion. Fitted wirh
rhe wing of Pure Oil's old Explorer named Blue Flash, ir
was rhe ship he flew ro Alaska wirh Will Rogers.
American Airways had rheir order for Lockheed Orions
on rhe books soon afrer TWA's. They had six builr and
delivered by September 1930. Painred AA's color scheme
of blue wirh orange trim, they were an arrracrive fleer.
 AIRLINERS AT HOME
This Orion ended as a Spanish warplane, bur here, in AA trim, ir's a
cargo carrier wirh windows blocked our.
American pur rhem ro various uses as eirher mail-and-
cargo carriers, 5- and 6-passengers jobs, ora combination
of borh. They flew rhe long mail routes such as Arlanta-
Los Angeles, Newark—Fort Worth, and Cleveland-Nash-
ville.
After only two months' service, one American Airways
Orion came to grief near El Paso. Pilot J. G. Ingram was
only 800 feet up after takeoff when he felt a sudden jar
and discovered rhe plane was on fire. Standing erect in
rhe smoke-filled cockpit, he managed to tug our and toss
off several mailbags before his clothes began ro burn
and he rook ro his 'chute. He suffered injuries as a result
of such a low-altitude jump, bur felt worst about rhe dog
he had ro leave behind, howling in rhe cargo bay of rhe
doomed airplane.
The Orions were kept busy for a year, and then it
seemed that rhe State of Tennessee was a jinx for Amer¬
ican to fly mail over. Within seven weeks in rhe winter of
1934-35, rhe line lost three of its Lockheeds. One
cracked up in Memphis. A second, 150 miles off course
in the fog-shrouded Cumberlands, smashed into rhe top
of Dig Pilot Mountain near Sunbrighr, Tennessee, killing
pilot Russell Riggs. Pilot John W. Johannpeter jumped
safely from a third Orion and rhe ship came plummeting
down in a farmer's yard near Shiloh Battlefield.
The remaining fwa American Airways Orions were
sold when Civil Aeronautics Authority edicts successively
discouraged further use. of single-engine passenger
equipment on major networks. One saw another de¬
cade of service in rhe Rocky Mountains and Alaska,- the
other found oblivion in the Spanish Civil War.
Before rhe CAA rulings, a procession of Orions came
out of Burbank ro fly for major carriers. Northwest Airways
131
of St. Paul got in line with an order for three of rhem for
its new Northern route. The Orions proved ideal for NWA's
high-speed service between rhe Twin Cities and Seattle.
Lockheed incorporated rhe latest special features in
these Orions, rhe last to be purchased originally for airline
work. Powered with 550-hp Pratt & Whitney Wasp en¬
gines, they could climb at a rare of 1,450 feet per min¬
ute. In addition, Northwest's ships had rhe first wing flaps
to be installed on a Lockheed airplane. Wirh rhem, land¬
ing speed was cut to between 55 and 60 mph, enabling
a payload increase of some two hundred pounds.
The Northwest Orions were painted white, wirh a
black wing and broad black arrow trim and rhe NWA
insignia in red and gold. Passengers who luxuriated in
the folding leather-covered sears found rhe planes quiet
and smooth to ride in, the wood and thick upholstery
acting as insulation against motor noise and vibration.
The Orions flew from St. Paul on west wirh full loads.
In rhe summer of 1934, NWA pilot R. L. Smith, flying
an empty Orion from St. Paul to Chicago, set a new
transport record of 2 hours and 40 minutes between rhe
two cities. Once, when a pigeon was sucked into an air
scoop, the resulting dead-stick landing wirh flaps was
carried our safely. Northwest had good performance and
no trouble from their Orions, and went on to purchase a
new fleer of twin-engine Electros from the revitalized
Lockheed company.
One NWA Orion went to a charter line in Texas, and
rhe other two, wirh an ex-American Airways job, were
acquired by Dick and Joe Leferink's Wyoming Air Service,
Inc., of Casper, Wyoming. Starting as a short line, Wyo¬
ming flew south ro Denver and Pueblo, and north ro
Billings, Montana.
In 1937 it picked up another mail-flying contract ro
serve the Black Hills region and east to Huron, South
Dakota. Under Wyoming, the colors of rhe NWA Orions
were reversed, and became glossy black wirh a starburst
on rhe cowls. Among other WAS pilots were Jerry
Wing flaps, Wasp 51D1 power planrs mean bigger payloads for rhe
Orions on NWA's run ro Searrle in 1933-35.
Brooder, Ken Turner, and Bob Garrerr. The company be¬
came Inland Air Lines in 1908, and rwo of rhe fasr black
Lockheeds wirh rheir dependable Wasp engines flew rhe
lonely plains roures unril rhe early 1940s.
The cancellarion of airmail conrracrs in 1934 brought
many changes in rhe lines crossharching rhe U. 5. air
map. In addirion ro rhe emergence of Braniff, Hanford,
and Varney's Sourhwesr Division inro rhe lerrer-roring pic-
rure, rhere was Cenrral Airlines of Pirrsburgh, Pennsylva¬
nia.
Cenrral was really rhe reincarnarion of rhe old bank-
rupr Pirrsburgh Airways. Jim Condon and Theodore Taney
were running rhings again, backed by John and Richard
Coulrer, sons of a Greensburg, Pennsylvania, coal mag-
nare. Wirh rhe covered mail conrracr secure, Condon
hired our-of-work pilors from some of rhe purged bigger
airlines and ser abour building up a fleer ro fly rhe roure
from Washingron ro Derroir. As a sropgap measure rhe
line boughr four secondhand Lockheed Vegas.
Cenrral's Vegas came from some odd sources and
needed considerable remodeling ro become mail and
passenger carriers. One was Margery Duranr's old Ariel,
vereran of many miles of domesric and foreign vaga¬
bonding. Anorher was Sranavo's meral Vega, which
"never did quire fly srraighr." From Derroir came rwo: rhe
Miss McAleer of rhe polish company, and rhe News's for¬
mer phoro- and news-garhering ship.
Operarions manager Ted Taney was an early martyr
ro rhe growrh of Cenrral Airlines. In Seprember 1934 a
Vega was charrered ro carry a load of rear-gas canisrers
ro Providence, Rhode Island, for help in quelling riors
sremming from New England rexrile srrikes. Taney per¬
sonally flew rhe assignmenr. Meering dirty wearher over
rhe Alleghenies, he was forced ro jump, and losr his life
when his parachure failed ro open.
Cenrral had ro srarr business in a hurry ro ger rhe mail
going afrer rhe period ir had been flown by rhe Army
planes. From humble beginnings wirh small remodeled
single-engine Lockheeds, rhe line evenrually became
Capiral Airlines, a rop comperiror for Midwesr and Easrern
Traffic unril irs merger wirh Unired in 1961.
As rhe Unired Srares srruggled Through rhe Depression
in rhe mid-1930s, rhe major airlines began ro acquire
bigger, rwin-morored rransporrs. Their expanding loads
and passenger Traffic warranred rhe new Douglas DC-2s
and DC-3s, Boeing 247Ds, and Lockheed 10 Elecrras. The
older, smaller planes rhar had kepr rhe schedules on rhe
network were relegared srricrly for mail and express haul¬
ing, or for srandby use. Gradually rhey were pulled off
rhe runs and sold ro smaller operarors, or ro companies
ourside rhe rhen forry-eighr srares. Many wenr ro Alaska,
a vasr rerrirory where flying was rhe sensible—ofren rhe
only—way ro ger back and forrh. Alaskan bush pilors
liked a well-proved, dependable airplane wirh plenty of
wingspread and a slow landing speed. Most of rheir
"fields" were scarcely rhar: jusr sandbars, or srrips of
gravel nesrled between mounrains. The flyers really pre¬
ferred biplanes, or rhe wide-winged, pokey Fairchilds, Pil¬
grims, and Bellancas. Bur rhey did ger a few Lockheeds,
and pur rhem ro good use.
Afrer Alaska-Washingron Airways' valianr bur shorr-
lived efforr ro pur service ro rhe Terrirory on a permanenr
basis in 1929-32, a number of small bush-flying services
and one-man airlines sprang up. Nick Bez of Searrle rook
over a couple of Alaska-Washingron's Vega seaplanes
and some of rheir roures, ro srarr Alaska Sourhern Air¬
ways. His line was succeeded by Pacific Alaska Airways,
a srepchild subsidiary of big Pan American.
Pan Am wanred rhe Alaskan operation as a prelimi¬
nary ro a direcr Transpacific roure. They procured rhe ser¬
vices of one of rhe region's besr bush pilors—rugged,
dark-haired Joe Crosson—who had flown in borh rhe
Despire four major crock-ups, Mirow Vega flew in Alaska for nine
years.
Arcric ond Antarctic. Wirh a hodgepodge fleer of casroff
aircraft, Crosson did rhe besr he could os division man¬
ager, bur was glad ro standardize eventually on Lock¬
heed's new twin-engine Electros. Pacific Alaska's
remaining old float-rigged Vega went to Texas and then
ro further service in Panama, far from rhe Land of rhe
Midnight Sun, where she had always flown.
Another hard-birren Lockheed rhar flew over Alaskan
terrain for a decade was a Vega broughr norrh in 1935.
This was a former Shell Oil ship rhar had been "practically
washed our." Rebuilt, the plane was purchased by Hans
Mirow, an ex-oiler from a German freighter who had
learned ro fly, and picked Nome, Alaska, as a good place
ro make a living ar ir.
Only because ir was cheaper ro have ir repaired than
ro replace ir, the Mirow Air Service Vega survived nearly
ren years of rugged Alaskan bush-flying and airline ser¬
vice, mounted alternately on wheels and skis. The month
of April seemed ro be a poor one for rhis airplane. Every
orher April, from 1936 ro 1940, rhe Mirow Vega was
badly cracked up, and just as regularly senr "ourside" ro
be rebuilt. The boys in rhe woodshop ar Northwest Air
Service in Searrle got ro know intimately each gore and
diaphragm of rhe Lockheed's body.
One of Mirow's pilots was Jack Jefford, comparatively
new ro rhe Territory, bur a pioneer in precision and instru¬
ment flying in rhe Arcric. Jefford flew rhe Vega in 1939
to guide rhe icelocked steamer Columbia ro a clear
channel and bring in rhe-miners and summer supplies
for Nome's short trading season. This was accomplished
by circling rhe vessel as she slowly nudged her way
among icebergs, guiding her wirh directions sent by a
homemade broadcasting set Because rhe Lockheed
was on wheels, Jefford kept her our over rhe jagged
icepacks for as.much as seven hours ar a stretch during
rhis mission; and if rhe rhrorrled-down Wasp had ever
taken a notion ro quit, rhere would have been absolutely
no possible landing place. Nome was grareful when rhe
Columbia arrived safely, bur rhe modesr Jefford dismissed
rhe fear as just another job.
Mirow's Vega went eventually ro rhe larger Alaska Air¬
lines organization and flew until 1944. Her last accident
made impossible any furrher rebuilding down in Searrle.
Gordon MacKenzie, a Vega pilot since Alaska-Washing-
ron Airways days, broughr her down beside rhe South
Fork of rhe Kuskokwim River afrer motor trouble and fire
at 1,800 feet. Skillfully sideslipping onto a willow-covered
sandbar only 300 feer long, MacKenzie threw rhe burn¬
ing plane broadside againsr rhe saplings. The four pas¬
sengers and pilor scrambled our unscarhed.
Srill another Vega flew in Alaska for nearly a quarrer
of a cenrury. Formerly parr of Phil Philbin's old transconti¬
nental express fleer, she was firred wirh floors instead of
rhe Hi-Speed landing gear, and set ro work in 1933 by
Alaska Air Express. Flying our of Searrle up rhe channels
and bays of rhe Inside Passage to Juneau and Anchor¬
age, the silver Lockheed was larer painred white and
named Nugger.
In 1936 rhe Vega went into regular freighr-and-passen-
ger service wirh Alaska Air Transport of Juneau. Sheldon
Simmons, founder, president, and manager of rhe com¬
pany, was her principal pilor, and rhe ship went wirh him
when he became co-manager of rhe new Alaska
Coastal Airlines three years later.
Now painred blue-black wirh bright yellow rrim, Shel
Simmons's Vega was a familiar sight on Alaska Coasral
roures in rhe southeastern arm of rhe Territory. By June
1954 she had flown approximately 1,200,000 miles.
Wearing our rhe original Prarr G Whitney Wasp C Engine,
rhis work-horse Lockheed went on wirh a new Wasp Jr.
In 1952 her strong broad wing held up rhe collapsed roof
of a Sirka hangar, and rhe sranch ship was larer ferried
134 REVOLUTION IN THE SKY
Why rhe eorly airlines wanted Lockheeds: Nugger srill sleekly effi¬
cient after twenty-five years of rugged service. When rhe Vega
crashed in 1958, it was then rhe oldest—and last—of rhe single¬
engine series to work as a scheduled carrier.
by air ro Juneau for minor repairs. By rhe end of 1957
she had logged some 10,496 hours: rhe oldesr, rhe lasr,
and rhe only Lockheed of rhe single-engine series srill
flying for a regularly scheduled air carrier.
l£«l>n£
The end for rhis vereran of rhe skyways came on Jan¬
uary 15, 1958. Flying 'Trip 40"—a sourhern circuir our of
Juneau—rhe Vega was rorally desrroyed in a crash on
rhe shore of Kadashan Bay across from Tenakee, Alaska.
In rhe course of a forced landing, Caprain Fred B. Sheldon
was killed and rwo passengers seriously injured. Invesri-
garion showed rhe probable cause of rhe accidenr ro
have been wholly avoidable: The airplane had simply
run our of gas.
 13
oreign air service operators kept on eye on all
developmenrs in rhe Unired Stores as aviarion
boomed afrer 1927—and none more sharply
rhan rhe Canadians.
The Dominion, with its vasr distances, was wait¬
ing to be knit together with air routes. One bush pilot in
particular realized that flying over the Canadian plains
and Northwest Territories called for no ordinary aircraft,
but required fast and powerful ships that could get men
and goods to far-distant places in a hurry. He was Captain
Wilfred R. "Wop" May of Edmonton, Alberta.
May was already famous for his service in World War I
with rhe RAF and for trail-blazing flights over parts of rhe
Canadian wilderness that no other pilot had ever dared
attempt. Dy 1928 he had organized Commercial Air¬
ways, Ltd., with Victor Horner as a partner.
135
Wop and Vic bought a Lockheed Vega in February
1929, and proudly ferried it from Burbank to Edmonton.
It was a far cry from the little open-cockpit Avians and
Moths they'd been using, for it could carry four passengers
or a good payload behind rhe Wright J5 engine. Swoop¬
ing in low over Blatchford Field, Wop treated rhe watch¬
ers to a demonstration of power and speed. "It's like a
giant orange cigar!" exclaimed one spectator.
The orange cigar had work to do. On May 21, Wop
flew her on the first official airmail flight from Edmonton
to Grande Prairie near the western border of rhe prov-
This heavy-duty ski insrallarion got Canada's first Vega on and off
airstrips across rhe prairie provinces and up ro the Dominion's Arctic
shores for 15 years. Plane had CF-AAL registration until it went ro
Nicaragua.
136 REVOLUTION IN THE SKY
Schtee-Drock ship drones north over Minnesota in 1929. Vega later
flew for Hanford, ended in Mexico in 1943.
ince. Commercial Airways had rhe conrracr ro do ir every
Tuesday. Nexr came a governmenr subsidy for carrying
mail clear ro rhe shore of rhe Arcric Ocean. From Edmon-
ron ro Aklavik in rhe Norrhwesr Terrirories is 1,800 miles.
The roure had hardly ever been flown in rhe shorr mid¬
summer season, yer Commercial was ro inaugurare ser¬
vice ro rhe Arcric in December.
Afrer long prepararion and careful planning, Wop May
and his pilors—Cy Decker, Idris Glyn-Roberrs, and Moss
Durbidge—were ready. They used rhree new red Bellan-
cas and rhe orange Lockheed on skis. From Forr Mc-
Murray, Alberta, ro Aklavik rhey worked in relays ro haul
five rons of Chrismnas and philatelic mail, wirh rhirreen
stops on rhe frozen bays and lakes along rhe Mackenzie
River route.
Stoked down on some windswept inler, rhe engines of
rhe planes were shrouded wirh heavy tarpaulins. Oil
would be quickly drained and rhe skis jacked up ro pre¬
vent rheir freezing ro rhe ice. The parka-clad flyers of rhe
roure ofren slepr wiirh perishable medicines and regis¬
tered packers snug, bur lumpy, in rheir bedrolls. In rhe
morning came rhe chore of boiling up motor oil over a
balky wood srove, and hearing rhe cylinders of a Whirl¬
wind in far-below-zero remperarures. This would have ro
be accomplished under a rarp wirh a blowtorch in one
mirrened hand and a fire extinguisher ready in rhe orher.
Operating whar was then rhe most northerly and long¬
est scheduled airmail roure in rhe world rook gurs, good
planes, and money. Wop May and his Commercial Air¬
ways ourfir had all rhree. They ran rheir Arcric airline for
eighteen months, and ir was only rhe financial failure of
rheir backers rhar pur rhe company on rhe auction block,
ro be boughr and eventually absorbed by rhe larger Ca¬
nadian Airways system.
During irs long Canadian service, Wop May's Vega
achieved many "firsts." As a feature of an air meet, May
made an early morning srarr and flew rwo passengers
800 miles easr, recording rhem as rhe firsr men ever ro
ear breakfast in Edmonron and lunch in Winnipeg.
One novel charter service involved special delivery of
ice cream. Frozen and packed by an Edmonron dairy,
rhe perishable sweer stuff was whisked norrh in rhe Lock¬
heed ro marker in subarcric towns, where ir sold well ro
serrlers, miners, Indians, and Eskimos during rhe shorr bur
warm summers. And when Commercial Airways was al¬
lowed ro issue rheir own special semi-posral sramps for
use on rhe mail runs, ir was rhe Lockheed Vega, firsr of
rhe cabin-ship fleer, rhar was porrrayed.
Perhaps due ro rhe low horsepower of irs Wrighr power
planr, Commercial's Lockheed did nor prove very satisfac¬
tory on floats—bur ir flew thousands of miles on wheels
and skis. Canadian Airways larer transferred ir ro rhe Man¬
itoba area, operating ir our of Winnipeg ro cover routes
ro rhe Flin Flon mines and Sioux Lookout. Afrer an un¬
usual record of fifteen years in airline service, rhe ship
was sold in 1944 for still more bush-flying in Central and
South America wirh famed barnstormer Jimmy Angel.
Two orher airlines wirh Canadian connections oper¬
ated briefly during rhis period. Doth were a parr of rhe
expanding Lockheed distributorship of rhe Schlee-Brock
Aircrafr Corporation of Derroir, Michigan. Derroir-ro-Tokyo
flyers Ed Schlee and Billy Brock were interested in more
fhan jusr selling and sevicing rhe stream of new Lock-
heeds pouring our of Burbank. They figured rhar rhe
 AIRLINERS ABROAD
planes could be pur ro good use hauling passengers in
places rhar lacked air transport.
Their firsr subsidiary was Arrowhead Inrernarional Air¬
lines, flying from Dulurh, Minnesota, ro Port Arthur, On¬
tario. With a float-equipped Vega, Billy Brock flew the
first trip of this over-water route on September 11, 1929.
Almost simultaneously Schlee-Brock acquired Canadian-
American Airlines, Inc. This outfit flew from Sr. Paul-Min-
neapolis up ro Winnipeg, Manitoba, with way stops or
Saint Cloud, Alexandria, Fergus Foils, Forgo, and Grand
Forks. It was a 4-hour trip, compared to 15 hours by train.
Within o few months both lines were combined under
the name of Canadian-American, and five new Lock-
heeds were pur on ro fly the routes. Special oildroulic skis
were mounted on the Vegos for the winter trips. With
the exception of Alaskan runs, this was probably the firsr
use of skis on a regularly scheduled American passenger
airline.
Jolly, rotund Billy Brock, os president and operations
manager of Canadian-American, proudly proclaimed
that the thousands of miles of level terrain mode C-A
"the safest airline in the world." Said Billy, "There's an
emergency landing field on each side of every fence!"
Canadian-American Vegos buzzed over fences and
the frozen coastline of Lake Superior for a few months
and then were quietly flown away for sale to new own¬
ers. Capital to maintain Schlee-Brock's multiple opera¬
tions hod simply vanished.
Though specially designed for fast mail-hauling, the
Lockheed Air Express was late in coming on the marker.
Therefore, in addition to the prototype flown by Western
Air Express and Texas Air Transport's job, only two others
of this model sow airline use. These were bought in Jan¬
uary 1930 by on outfit with both a long name and a
long route: New York, Rio & Buenos Aires Line.
NYRBA had the mail contracts to fly from Miami oil
down the east coast of the South American continent. It
was o seaplane operation, using big Consolidated Com¬
modore flying boots, the Lockheeds, and the somewhat
more commodious Consolidated Fleetster 17s and 20s—
oil equipped with pontoons.
New York, Rio & Buenos Aires flew its smaller planes
on the mail routes of Brazil and Argentina. Among their
pilots were Howard C. Stork, who pioneered airline instru¬
ment flying; Eddie DeLarm, the Cherokee Indian aviator,-
Bill Grooch; and N. C. Browne. The line was absorbed by
the growing Pan American Airways system after nine
months of operation. Pon Am stored the single-engine
planes in Argentina and later sold and junked them.
Over on South America's west coast was another
American moil carrier, Pan American-Grace Airways,
flying from Cristobal, Canal Zone, to Santiago, Chile. In
1930 Panagra bought two Lockheed Vegos from Robert
E. Funkhouser's Washington-New York Air Line. The ships
had been used in lowering the Woshington-Nework
137
flying time to 1V2 hours, but with increased business
Funkhouser needed airplanes that could carry more pas¬
sengers.
Panagra's green-and-silver Vegas were put on the
Chilean sector of the 1,900-mile route between Lima,
Peru, and Santiago. With the addition of the Lockheeds,
Pan American-Grace's Foreign Air Moil Route No. 9 be¬
come both the world's longest and fastest airmail route.
The Chilean government reserved passenger service to
its own National Air Line, so Panagra planes and pilots
flew the long, lonely stretches with no load except mail
—up and down the barren coast of Chile once a week,
with five full days of flying.
One of Panagra's pilots was Robert C. Reeve, later
famed for flying over Alaska's bush and glaciers, and still
later head of Reeve Aleutian Airways. Based at Arica,
Chile, Bob Reeve flew the Santiago run without a radio
ond precious little in the way of instruments. In a Vega
or the slower Fairchild 71, he'd cruise along, munching
bananas and perusing magazines and newspapers from
the Stores. When the weather closed in, he'd fly thirty or
forty miles out over the Pacific, where there was always
ot least o 100-foor ceiling and no jutting mountains.
Reeve blew a rire and wrecked a Vega at Santiago in
January 1931. Panagra's loss wos ultimately Alaska's
gain: He rook this excuse to resign and head for the For
North. The other shiny-cowled Lockheed at Santiago was
kept in standby service until 1935, a tiny predecessor of
Panagra's fleet.
European development of commercial aircraft wos
snail-slow compared with progress being mode on this
side of the Atlantic, so it was natural for transport lines to
heed the streamlined, well-designed planes turned our
by American builders.
In 1931 two competing companies in Switzerland
combined to form a notional airline, Swissair. Interested
in obtaining new high-speed equipment for fast sched¬
ules, they sent Balz Zimmerman—one of their two direc¬
tors—to the United Stores ro look around. Zimmerman
listened to the blandishments of many eager manufac¬
turers—then ordered two Orions, to be powered by Cur-
tiss-Wright Cyclone engines. These red Lockheeds were
the firsr American transport planes ever exported to Eu¬
rope, ond so topped a market U.S. aircraft manufacturers
hove been supplying ever since.
Crated and shipped to Zurich via Antwerp, the Swissoir
Orions were put on the express flights to Munich and
Vienna in May 1932. Their run to Vienna was 100 km/
ph faster than anything then flying on the continent, and
Zimmerman ond his pilots regularly clipped minutes off
the advertised schedules. "Der rote Orion" was the sen¬
sation of the European flying season that year.
Another famed Swiss pioneer aviator, Walter Mirrel-
holzer, was the other director of Swissair, and used the
Orions for some fast survey flights in 1933. First wos a
 *
Stoma
Only known Air Express on floors. Named Maraca, rhe NYRBA Line
registered her in Brazil for jusr a month in 1930.

"The Red Orion " is chosen for stamp to commemorate 25th anni-
Panagra mail carrier at Santiago before its crack-up. versary of Switzerland's airmail service.
 AIRLINERS ABROAD
direcr Switzerland-North Africa flight—Zurich ro Tunis
and return via Rome—all injS hours' flying rime. Then
Mirrelholzer flew rhe Lockheed 4,500 km ro Naples, Ath¬
ens, Istanbul, and Belgrade, rerurning via Ravensburg,
Austria, and establishing'ciry-ro-ciry speed records all rhe
way.
Demonstrations like rhese showed whar American
planes could do, and set European carriers ro buying U.S.-
builr equipment. The pracrical Swiss pur rhe Orions back
ro steady, fast hauls on rhe Vienna express run, and kept
them in service until larger planes became a necessity in
1935. The ships were quietly sold ro rhe Republican Air
Force, afrer rhe srarr of rhe Spanish Civil War in 1936.
However, ir was rhe airlines crisscrossing Mexico rhar
made fullest use of Lockheeds as passenger- and cargo-
carriers. For rwo decades nearly forty of rhe srrong, sleek
ships would be a familiar sight on dusty flying fields from
Nogales on rhe Sonora-Arizona border down ro Cheru-
mal in rhe Yucatan Peninsula.
Theodore T. Hull of Los Angeles brought rhe first Vegas
inro rhe country in 1929. Hull, a rhirty-six-year-old banker
with a private pilot's license, had gor rhe idea of servicing
rhe Republic with an airline while on a flying rour of
Larin America. He reasoned rhar making rhe big jump of
converting Mexican rransporrarion from slow rail and
even slower muleback ro airplanes would be an excel¬
lent business proposition.
In rhe lush days of early 1929 rhere were enough
financial backers in rhe Unired Srares who agreed with
him. He formed Corporacion Aeronaurica de Transposes,
5. A., picked up a couple of used Ryan Broughams, and
rhen paid $18,500 apiece for some of rhe first Wasp-
powered Lockheed Vegas ever pur directly ro work on a
passenger airline.
C.A.T.—as rhe company was always called—began
operations on March 9, 1929, flying rhe 638-mile trans¬
139
continental route from Maramoros, Tamaulipas, on rhe
Gulf of Mexico, ro Mazarlan, Sinaloa, on rhe Pacific.
Hull didn't economize on aircraft and he didn't econ¬
omize on ralenr, either. He wanted experienced men
who could srarr and run a sizable air network right from
scrarch. The majority of C.A.T.'s original personnel were
North Americans: ex-Army Major Bernard A. Law of Sr.
Louis, a onerime flying associate of Colonel Lindbergh's,
was manager of operations; Paul Braniff working wirh
Law supervising operations,- Lloyd Anderson, rhe chief
pilot, who held Mexican license No. 10 (Hull himself had
No. 30); and, among rhe wo dozen other Yankee pilots,
"Little Jack" O'Brien, formerly of Roscoe Turner's Nevada
Airlines. From New Zealand came Lowell Yerex, ex-RAF.
Soon more pilots and employees came down from rhe
Srares ro join rhe ourfir. Harold Bromley, his plans for a
Pacific flight set back by rhe crack-up of his second City
of Tacoma, rook a job wirh rhe Hull sysrem. He ferried a
new Vega down ro rhe Mexican company in rhe aurumn
of 1929; wirh him was another newcomer, a young me¬
chanic-pilot named Gordon S. Barry. Also temporarily our
of work and thus glad to be flying Vegas south of rhe
border was a stocky flyer from Oklahoma who gor Mexi¬
can license No. 96 in rhe name of Wiley Post Neither rhe
aurhoriries of rhe Republic nor C.A.T. officials saw any¬
thing wrong in hiring a one-eyed airline pilot.
On August 11, 1929, Theodore Hull and a Mexican
newspaper reporter srowed rhemselves in wirh rhe mail-
bags to pioneer another and even longer roure: from
Mexico, Disrriro Federal, rhe capital city, ro Ciudad Juarez,
Chihuahua. Lloyd Anderson and Jack O'Brien rook rurns
in rhe cockpit of a new Vega for rhe 1,104-mile inaugu¬
ral flighr.
Wirh Torreon, Coahuiia, as rheir central base, C.A.T.
ships were soon flying daily trips in four directions across
rhe country, and covered a branch from Chihuahua up
ro rhe borderrown of Nogales as well. Prarr & Whirney
had ro send a resident service representative ro arid Tor¬
reon airport ro keep all rhe Wasp engines of rhe line's
Lockheeds humming.
Ir wasn'r all easy flying. Ar Guadalupe, Nuevo Leon,
Harold Bromley added ro his repurarion for bad luck by
flipping over a new ship. Ar Mazarlan, on rhe Pacific
Coasr, C.A.T. pilot Julian Wagy had another Vega badly
damaged in a collision with a military plane coming in
ro land. In Ocrober 1929 srill another Lockheed was de¬
molished in a fatal crash against a hill near Monterrey,
Nuevo Leon. A month later a brand-new Vega—one
only four days our of rhe factory—met a similar fare:
Flying north from rhe Federal District, pilor John A. Car¬
michael and rhree passengers, including rhe Governor of
Smooth lines make a sole to Swissair■ view at factory shows first
ship with interim US. registration on wing.
140 REVOLUTION IN THE SKY
Theodore T. Hull (lefr), founder of CA T. in 1929, and (right) Lloyd
Anderson, chief pilor for rhe pioneer line.
Aguoscdienres, were killed when rheir plane hir a moun¬
tain in rhe overcast.
Hull's system attracted business and expanded its
routes despite minor and major accidents. In 1900 it
carried 2,280 passengers; rhe first half of the next year
saw nearly double that number. The Vegas all operated
rheir first flights with U.5.A. registration, but were gradu¬
ally licensed by rhe Mexican civil aviation authority.
Perhaps rhe CAT. line might have developed into a
One of Mexico's earliesr airliners (cerrificare no. 14), this Vega
opened Hull’s Mexico, D.F-Texas mail route.
major carrier had it nor been for the North American
stock market crash of 1929, and the subsequent drying-
up of capital from rhe north. The Mexican line had also
had competition from rhe burgeoning Pan American Air¬
ways system, whose subsidiaries were blanketing rhe
country and establishing parallel routes.
Tragedy dealt rhe telling blow to C.A.T. on November
25, 1931. Ferrying a new Bellanca monoplane from
Wilmington, Delaware, to rhe company's base in rhe
Republic, Theodore Hull had trouble overSunbury, Penn¬
sylvania. The ship, its engine inexplicably wide open,
dived straight into the shallow Susquehanna River.
Dreams of expanding rhe Hull system died with rhe
founder.
Bernard Law kept rhe line in operation our of Torreon
for a few more months, then closed down, bankrupt, in
1932. Two of rhe line's flyable Vegas went to Paul Mantz
back in California. Another went at auction to satisfy a
judgment in favor of a disgruntled mechanic who
claimed to have been fired without cause. Law stayed
long enough to liquidate C.AT. and then went into rhe
mining business. By 1933 the only vestige of rhe once
prosperous airline was one old Vega body, a few Lock¬
heed wings that needed recovering, five used Wasp en¬
gines, and $500 worth of assorted Lockheed parrs—
struts, landing gear, diaphragms.
The "old Vega Body" was destined to fly again. Law
sold it to a Chicago charter operator who mated it with
a used Vega wing from Detroit, and flew rhe result for
four years. The Lockheed that went on rhe block was
sold for less than $4,700 (pesos), a good reason for such
a bargain being that it had no instruments and no sears.
It was bought and pur briefly in service by a tiny line on
rhe Yucatan Peninsula: Cia. de Transposes Aereos, plying

Walter Varney (for right) and Frank Rose stand by as movie actress
Jane Wyatt christens L.A. O. flagship.
between Merida on rhe north coasr and Payo Obispo,
now Cherumal.
Early in 1934 Walter Varney got an offer to run an
airline slanting down rhe length of rhe Republic of Mex¬
ico, together with the fat mail-carrying contract which his
California operation lacked. There was express, too, and
rhe opportunity to snatch work from under rhe nose of
the Mexican affiliate of Pan American Airways.
Four of Varney's Orion fleer that flew Mexican routes for Lfneas
Aereas Occidenrales, 5. A, in 1934 and 1935.
141
Varney switched to Mexican registration under rhe
name of Lfneas Aereas Occidenrales, 5. A., moving his
headquarters south from Alameda, California, to operate
rhe line our of Grand Central Air Terminal in Burbank.
Franklin Rose was again president, with a son of rhe ex-
president of rhe Republic, General Plurarco Elias Calles,
as second in charge.
The five remaining Varney Speed Lines Orions flew
from Los Angeles to Mexico, D.F., three days a week, plus
another run clear down to Tapachula on rhe Chiapas-
Guatemala border. Along with rhe airmail there were
always passengers, express, freight, and, more often than
not, a good-sized gold shipment to go winging high
above rhe heads of frustrated bandidos.
Since rhe winds of Larin-American politics are subject
to sudden change, rhe departure of Varney's L.AO. from
the Mexican scene was precipitate. One day L.A.O. was
in operation: The next day found Pan Am's Aerovias Cen¬
trales flying rhe Los Angeles-Tapachula run.
With rhe sudden cancellation of Varney's contract, his
pilots had to fly four Orions our of Mexico in a hurry to
avoid attachment by a zealous oil company. The Winter
Wind got off and away with just ten minutes to spare,-
bur rhe Coast Wind was caught, to be sold eventually to
international agents for use in the Spanish Civil War.
Aerovias Centrales used three of their own Lockheed
Orions over routes similar to those flown by rhe ousted
white-and-red Varney ships. Pan American and its subsid¬
iary alternated in operating our of Brownsville, Texas,
with U.S.A. registration, or from across rhe Rio Grande our
of Matamoros, Tamaulipas, with Mexican papers. These
particular Pan Am Orions had an unfortunate history, all
three being demolished in accidents within two years.
Down in rhe southernmost stare of rhe Republic, a
142 REVOLUTION IN THE SKY
young flyer named Francisco Sarabia ser up a brand-new
line ro conrinue rhe former L.A.O. service from rhe na¬
tion's capital to Tapachula. He based it in Tuxtla Gutierrez
and called it Transposes Aereos de Chiapas, S.A.
Sarabia relied on California airplane broker Charley
Dabb for rhe equipment that would make his TACSA
operation “Mexico's largest independent airline.'' Dabb
bought and resold to him several good used Lockheed
Vegas, including The Blue Streak, the Executive model
once owned by William Gibbs McAdoo, and Miss Stream¬
line of the General Tire & Rubber Company.
Ferrying one of his Vegas south in December 1908,
rhe boyish Sarabia ser a new speed record of 6 hours and
04 minutes for rhe 1,650-mile Los Angeles-Mexico, D.F.,
flight. This ser him ro planning other long-distance at¬
tempts. He bought rhe Gee Dee racing plane Q.E.D.,
renamed rhe tricky speedster Conquistador del Cielo, and
made a record flight nonstop from rhe Mexican capital
to Washington, D.C. As he took off June 7, 1909, from
Dolling Field for rhe return flight, Sarabia was killed when
his Gee Dee crashed in rhe Potomac River.
Dock in Tuxtla, Sehora de Sarabia tried ro keep TACSA
Francisco Sarabia, who built TACSA with four used Vegas.
in operation, bur renamed the company Cia. Aeronau-
rica Francisco Sarabia, S. A., in her husband's memory.
Effego Cabrera, Sarabia's chauffeur, married rhe widow
and helped conrinue rhe airline.
CAFSSA mechanics and maintenance men thought
nothing of completely overhauling a Lockheed right our
on an open, windswept airport, rigging primitive block
and tackle ro hoist engines and wings, and ignoring the
lack of shade and protection a hangar would have
given. In 1940 rhe line needed an airplane: Sarabia
crews quickly pur together a composite Vega, using rhe
wing of one damaged ship and rhe fuselage of another.
It could be rightly said that, as a result of the skill and
prowess with which Mexican woodworkers parched up
damaged Lockheeds, any restored Vega in rhe Republic
by rhe 1940s was likely to be “an amalgamation of parts
and pieces flying in formation." Using planes of this na¬
ture, and other ships leased, the Cabreras kept their Sa¬
rabia line going until 1942. Then, with rhe stringencies
of war and litigation, they lost their routes to rhe bigger,
Pan American-subsidized Cia. Mexicana de Aviacion.
Even before rhe Sarabia system went our of business,
Keeping Sarabia ships on the flight line is up ro skilled crew, here
making on-the-spot repairs ro a cracked-up Vega,- result (below)
has fuselage of red plane, wing of white one—and dual registra¬
tion.
Barry's pilots don't get second guesses on this one-way strip,
whacked our of the mountains at Tayoltita.
Making an airline (lefr ro right).- Gordon 5. Barry, Judith Barry, Capr.
Marcial Huerta Jones, and, refueling on the wing, Capr. Abraham
Carasco.
however, ir was eclipsed by srill anorher counrry-wide
operation. AfrerCAT. folded in 1932 mechanic-pilor Gor¬
don 5. Barry drifted over to Mazatlan, where he was hired
to fly the planes of the San Luis Mining Company. San
Luis, a California concern, built an airstrip "nor much big¬
ger than the deck of an aircraft carrier" at Tayoltita, Du¬
rango, and used planes to carry our the gold and silver
from their mines in the Sierra Madres.
Barry/ became adept at herding the company Orion
up a narrow canyon, in and out of the one-way Tayoltita
field. With the brown hillsides thrusting up violently on all
sides, it rook an expert to drop a Lockheed onto the short
airstrip with a cargo of mail and mining supplies, or to
get it off with a payload of gold. You got in and our, or
else: there was no chance to haul up the landing gear
and go around again.
In 1936 Gordon Barry formed his own airline. He called
it Lineas Aereas Mineras, S.A., with the idea of catering
exclusively to the needs of Mexican mining firms. Gor¬
don's parrner in the venture was Miguel A. Zuniga of
Mexico, D.F. No stranger to Lockheeds, Zuniga had been
the company's representative in the Republic back in the
palmy days when Fred Keeler and Allan Loughead
headed the Burbank factory, and both he and Barry
were sold on the Vega's capabilities for transport in the
rough country they intended to serve.
Based at Mazatlan, the new mining airline began op¬
eration with the San Luis company's old Orion. Then, like
Sarabia, Barry and Zuniga became one of Charley Babb's
best customers for good used Vegas. All told, LAMSA flew
eleven of them, the largest Vega fleer ever owned and
flown by any airline outside the United Stares.
7b (jQ&DOki S BP SPY and JUDITH, his lovely wife
with my greatest admiration for their struggle for-
LAMSA in Mexico's skieSj and their unforgetabie
LOCKHEED VEGAS.
 AIRLINERS ABROAD
Gordon Barry married pretty Judirh Martinez of Maza-
flan, and gradually his line expanded its business and
began to carry passengers, mail, and express in addition
to mining supplies and precious metals. LAMSA territory
included most of the old C.A.T. routes, plus a new one
down the length of the Republic to Salina Cruz, Oaxaca,
and Suchiare, Chiapas.
Unlike Theodore Hull, who had first brought him south
of the border, Barry made a practice of hiring and train¬
ing Mexican personnel. Through the years some twenty-
seven Mexican pilots put rime on Vegas, flying for LAMSA.
By 1942 the veteran Lockheeds were carrying over 5,000
passengers a year, and hundreds of Mexicans who had
never seen a train considered air travel commonplace.
145
World War II and the lack of replacement equipment
forced changes in Barry's LAMSA. In a state of national
emergency, the Mexican federal government called in
United Air Lines from the United States to finance and
operate the 1,500-mile, border-to-border airline which
Gordon and Judirh Barry had worked so hard to build.
United changed the name to Lfneas Aereas Mexi-
canas, S.A., and continued flying the routes with larger,
twin-engine planes. Still, as long as the faithful Vegas
were flyable, the new LAMSA kept them airborne. The
last of the old Barry fleer, and the last Lockheed in for¬
eign airline service, was finally dismantled and scrapped
in 1949.
This view of rhe interior arrangements of a LAMSA Vega was drawn
specially for Revolurion in rhe Sly by Adolfo Villasenor of Mexico,
D.F., as a tribute ro his friends rhe Barrys (see left, below). 5r. Villa¬
senor gor "Lockheed fever" as a youngster, when C.A.T. ships
stopped ar his home town of Zacatecas in 1929. The plane he
pictures, consrrucrer's c/n 121, is also shown raising off from rhe
Tayolrira mountain strip on a previous page.
1*1*9 1943
^VILLASENOP
 14
F or rhe Three years following rhe appearance of
rhe firsr Lockheed Vegas in 1927, military flyers
had admired rhe fleer ships, and foughr ro ger a
chance for a ferry flight during rheir leaves. These
planes had speed and range, something sorely
needed in rhe United States Army Air Corps of that day.
In a berween-rhe-wars era, with serious talk of total dis¬
armament, rhe Air Corps consisted of a small group of
loyal officers and men, getting by with little rank and less
pay, bur well aware of rhe dangers that might arise if
America neglected adequate air power.
Army squadrons were composed of stubby, maneuver-
able little Curtiss and Boeing pursuit and arrack planes,
big lumbering Keystone bombers, and Douglas observa¬
tion ships. There were no transport squadrons, only a
handful of Fords and Fokkers for carrying cargo and oc¬
146
casional personnel, and all attached as an afterthought
to various flying fields and headquarters posts.
The idea of speeding commanding officers ro various
distant military units in a matter of hours appealed ro rhe
Air Corps. They were well aware of what the civilian
record-breakers were doing, and conceived a speed
plane of rheir own—a "command transport."
With niggardly appropriations from Congress to be
eked out, General James E. Fechet, Chief of rhe Corps,
cautiously ordered tests ro begin in 1930. The Army bor¬
rowed planes at firsr, making trials with a Consolidated
Fleetsrer, two Lockheed Vegas, two Lockheed Alrairs,
and a couple of Northrop Alphas. They were in rhe YC
Test pilot Marshall Headle indicates how new landing gear will pull
up flush with wing surface of experiment plane.
 SINEWS OF WAR
series of Air Corps model designations: "Y" for “experi-
menral," and "C" for "cargo and transport."
Jumping ar this first chance to spread their wings and
enfold the military marker, Detroit Aircraft and Lockheed
engineers pur together a Duralumin Vega with Hi-Speed
landing gear. They gave special attention to streamlining
derails, and installed an experimental "doughnut" rail
wheel set nearly flush with the fuselage. On the nose
was hung a Pratt 6 Whitney Wasp power plant, hopped
up by supercharging to nearly 600 hp. The resulting Army
Air Corps Lockheed, designated the Y1C-17, was one
whale of a speed package. Her top was a healthy 221
mph, and she was faster than any plane, fighters in¬
cluded, that the Army could pur in the air.
Testing the shiny new beaury fell to Captain Ira C.
Eaker, a career officer from Texas. Chunky and intense,
Captain Eaker had handled the stick of just about every¬
thing the Army had managed to juggle into the sky. The
year before, along with Major Carl Spaatz and Lieuten¬
ants Halverson and Quesada, he'd been chief pilot of the
Question Marti, the Air Corps's Fokker, which established
a world's refueling endurance record of 150 hours aloft.
Seeking to find just how fast and how far the special
Lockheed would travel, Eaker made ready to assault the
wesr-ro-easr nonstop transcontinental record set by Cap¬
tain Frank Hawks in The Texas Company's Air Express.
Preparations to squeeze our every iota of speed included
even such small items as removing the door handle and
streamlining the hinges. Special ranks filled the 4-
windowed cabin and were topped off with 486 gallons
of Ethyl gasoline. In the cool morning hours of March 10,
1931, Eaker and the Vega were ready to go.
Lights of the Long Deach Field glistened on the silvery
fuselage and rocking yellow wing as the captain twice
tried to coax the heavily laden speed ship into the air. It
was dead calm. Squashed under the 3-ton weight, the
tires and doughnut rail wheel set the ship to swerving
dangerously. Eaker had their pressure boosted to 85
pounds. At the last minute Sergeant Roy Hooe, his me¬
chanic and also a veteran of the Question Marti's flight,
clambered up to the cockpit and tucked a small hatcher
in among the captain's belongings. Eaker grinned.
Just then a little breeze sprang up and the Vega was
trundled into position for a third try. Lifting a load of a
thousand pounds more than her own weight, she was
off the runway under Ira Eaker's steady hand, and air¬
borne in 4,000 feet. Hooe and the tiny crowd saw the
ship climb steadily until her lights disappeared in the
darkness.
The Speed Vega streaked through the night across the
continent, averaging about 240 mph. Captain Eaker was
amazed and very pleased: flying ar 16,000 feet into the
dawn he'd arrive over New York far ahead of the old
cross-country record. Before nine o'clock he was across
the Mississippi and over the hill country of southern Illinois
147
Hi-Speed wire-braced landing gear reduces drag, helped make
Y1C-17 the Army's fasresr ship in irs day
—but he had exhausted the gasoline in his fuselage
ranks and was switched to wing ranks. Then he noticed
the gas-pressure needle drop to zero. The V/asp engine
began to spit and die. On the reserve tank the same
thing happened; and this time the engine wouldn't re¬
start. Vainly working the wobble pump, the captain
switched from rank to rank. It was no good. The plane
was in a gentle slide, and Eaker turned her south toward
the Ohio River.
In the sudden quiet behind the motionless propeller,
the Army flyer slid open the little side window and
peered ahead in the whistling airstream. He was con¬
sidering a bail-out when he saw that he could just stretch
his glide to a meadow on the other side of the Ohio.
Jockeying quietly in over some tall trees, he touched
down at about 75 mph. The ship rolled across the field,
tore through a fence without a tremor, and turned over
in the plowed wet ground beyond. Eaker came to rest
standing on his head in a welter of broken glass and
oozing mud. He could smell dripping gasoline and then
battery acid. Struggling to get our of his seat belt and
parachute harness, it took him twenty minutes to get
upright, crawl back over the gas ranks, and chop his way
out of the sealed door. Sergeant Hooe's hatcher turned
our to be a godsend.
Later investigation disclosed that specially installed,
rigid gaslines had leaked and admitted air to shut off the
flow. The bartered and wrinkled Y1C-17 was salvaged
and taken to Wright Field, bur never repaired. The Air
Corps reported that their Vega's 1,740-mile trip was ac¬
complished in 7 hours and 20 minutes. Despite the un¬
fortunate ending, the significance was very evident: no
loaded airplane had ever flown so far, so fast.
Having forcefully shown how useful a command trans¬
port plane could be to the Army, Ira Eaker went back to
Burbank for another Lockheed. Thirty-five and a bache¬
lor, flying was the thing he lived for.
Specially streamlined, this single-place Speed Vega impressed rhe
Army even rhough ir clocked only 33 flying hours.
This rime rhe plane had srill anorher innovarion. Lock¬
heed engineers—rhe ream of Jimmy Gerschler, Dick Pal¬
mer, Dick Von Hake—had worked our some ideas for a
fully rerracrable landing gear. This wasn'r a drawing-up
of rhe wheels inro a prorruding bubble, like rhose of rhe
much-publicized Boeing Monomail, bur involved com-
plerely enclosing rhem in rhe surface of a slick, clean
lower wing.
The new gear was firsr rried in Seprember 1900, using
a rebuilr Sirius demonsrraror. The ship was mounred high
on horses in rhe shop ro undergo resr afrer resr. The
original gear was enrirely mechanical, wirh a system of
cables and pulleys cranked by hand. In rhe hor rin
hangar a rigger in rhe forward cockpir cranked and
sweared, while down below Von Hake and his men
carefully warched again and again as rhe big Airwheels
rucked rhemselves inro rhe wing. Finally ir was approved
for flight, and rested by Marshall "Babe" Headle.
Colonel Lindbergh was interested in having this gear
installed on his Sirius, bur ended up wirh alterations ro
accommodate floors in preparation for his Norrh Pacific
survey flight of 1931. The plane wirh rerracrable landing
gear was carefully wrung our all during rhe winter, and
rested by several top flyers. The company gave ir a new
"star" name ro march irs orher models, calling ir rhe
Alrair.
Vance Breese, rhe famous California aircraft designer
and resr pilot, was connected wirh Derroir-Lockheed dur¬
ing rhis period, and flew rhe Alrair ofren. There was talk
of his herding ir around rhe world wirh John Henry Mears
instead of rhe second Vega that rhe rhearer man had
ordered. Breese and Mears senr rhe ship rocketing across
valley and mountains ro ser a new Oakland-Burbank
record of 92 minutes in March 1931.
Soon afterward rhe Army and Caprain Eaker rook over
rhe Alrair for some more long-disrance resting. Firman
Gray of Lockheed's final assembly occupied rhe rear
cockpir on Eaker's firsr hop in rhe low-wing speedster.
Lerring down ar San Diego, Gray rhoughr abour rhe re¬
rracrable landing gear—which Eaker hadn't. There was
no communication berween cockpits, so Firman slid
down in his sear, srrerched our a long leg and kicked rhe
caprain in rhe sear of rhe pants. Franric pointing, sign
language, and rhe mouthed word "gear" got rhe Army
flyer ro wind down rhe wheels.
Srill confident of a cross-conrinenr speed record ro
prove rhe worth of rhe Air Corps's Lockheeds, Caprain
Eaker rried again. The Alrair was nor as souped up, or
specially streamlined, as rhe Speed Vega had been, bur
rerracrable landing gear gave rhe low-winged job a
good 30 more miles per hour than irs predecessor, rhe
Sirius.
Taking off from Burbank on April 11, Eaker had hopes
of reaching Long Island in 11V2 hours. He recorded rime
by smoking—"one cigar, one hour"—and occasionally
munched on an apple. Ar a rwelve-minure refueling stop
in Wichita, he was a minute and a fraction ahead of rhe
Hawks record. Things looked good and he serried down
ro enjoy his cigars.
Again bad luck dogged rhe caprain's efforts. Over
Newark, Ohio, rhe clurch on his supercharger began ro
slip and rhe plane losr power. There was nothing for ir
bur ro turn back and finish rhe flighr ar Port Columbus.
Eaker was disappointed bur his tribute ro rhe Alrair was:
"I've never flown a more comfortable and more satisfac¬
tory plane." On his recommendarion, rhe Army Air Corps
rook formal rirle ro rhe ship and designated ir rhe Y1C-
25. Once again "no plane ever flew so far, so fasr": flighr
rime was 9 hours and 40 minutes.
A sister ship of rhe first Alrair—rhis one remodeled
from a DL-2, or metal, Sirius—was also procured by rhe
Army in 1931. Wirh irs blue fuselage and yellow wing
polished ro high luster, ir was assigned as rhe personal
command plane of F. Trubee Davison, Assistant Secretary
of War. As executive assistant ro rhe Chief of Air Corps,
General James E. Fecher, Caprain Eaker flew both Lock-
heeds our of Washington's Bolling Field.
The Duralumin Alrair (designated rhe Y1C-23) had an
improved rerracrable landing gear, operated by a hy-
 SINEWS OF WAR
draulic oil pump. Ir was used ro fly General Fecher and
Secretary Davision about the nation on Air Corps matters.
Eaker flew the secretary ro rhb air maneuvers of 1901,
and the general on inspection tours, including a trip
down ro France Field in the Canal Zone.
Out for distance and speed flights the wooden Aitair
(Y1C-25) remained Ira Eaker's favorite. She was still in
civilian colors and license when he entered her in the
National Air Races at Cleveland in the late summer of
1931. The captain himself wore a simple business suit
instead of his usual leather jacket, jodhpurs, and boors.
Outdistanced by Jimmy Doolittle in a fast Laird biplane,
and Harold Johnson and Deeler Blevins in their new
Orions, Eaker brought the Aitair cross-country ro fourth
place in the first Bendix Trophy Race.
This was nor enough for the captain, and he tried the
unusual. With a defiant pirate's skull-and-crossbones em¬
blazoned on her rail, Eaker entered the Aitair in the
closed-course, 50-mile Thompson Trophy Race. This was
the first and only rime a Lockheed ever compered in the
Thompson. Pitted against the small, specially built racers
—Gee Bees, Lairds, a Wedell-Williams, and Benny How¬
ard's tiny Pere—Eaker put the big Aitair flashing around
the pylons with the best of them.
After completing the Thompson race in fifth place, Ira
Eaker gave the crowd an extra thrill. He found that the
cables had jumped the pulleys of his landing gear, and
the wheels just wouldn't wind down. Circling Cleveland
for forty-five minutes to use up his gas, the Air Corps pilot
finally set the Y1C-25 down on her belly, sliding along in
a cloud of dust and splinters.
It wasn't the first rime he'd done it. On the way ro
Panama in the other Aitair he'd made a wheels-up land¬
ing in Mexico, with General Fecher aboard. There was
little damage that rime outside of a bent propeller.
Later in the year ir happened again. After ferrying Sec¬
retary Davison to North Beach, New York, Lieutenant El-
wood Quesada found that the hydraulic gear of the Y1C-
Debur of o new Lockheed star. no longer a "special Sirius," final
version is named Airair, becomes Army's Y1C-25.
149
20 refused to lower all the way. The secretary, due for a
party with friends, considered bailing out; then, after an
animated consultation with the pilot, ir was decided ro
risk a wheels-up landing. If Eaker could do it, they could,
too. Pere Quesada, though he had only two hours' flight
rime on Alrairs, carefully circled Mirchel Field and hope¬
fully pumped the gear again. It still stuck halfway. Then
he fishrailed the 20 down ro just above the ground and
let her drop. She slid ro a screeching halt in less than fifty
feet, and the unruffled Davison hopped out ro keep his
dinner dare.
Between Ira Eaker and Pere Quesada, the two Lock¬
heed Alrairs were belly-landed at least five rimes with
comparatively little damage. What had seemed a dan¬
gerous thing eventually became commonplace with the
exigencies of World War II.
The wooden Y1C-25, kept at Wright Field in Dayton for
evaluation, was stripped in September 1902 and burned
ro rest the efficiency of bottled carbon dioxide as a fire
extinguisher. Secretary Davison's Duralumin Y1C-20 was
given tests in the full-scale wind runnel set up by the
National Advisory Committee for Aeronautics at Langley
Field, Virginia, in 1902. Experiments showed variable re¬
sults in takeoff characteristics using 8-foot-O-inch, 9-foor,
and 3-bladed propellers. Mounted in the huge drafty
hangar at the runnel's open maw, the Lockheed resem¬
bled a pretry blue-and-yellow bug about ro be swal¬
lowed by a hungry carp.
With the change in Administration and Davison's de¬
parture, the Airair bore the Capitol dome insignia of Boll¬
ing Field. Gradually it was relegated to workaday chores,
and flown by noncoms. The last single-engine Lockheed
ro serve in the Army Air Corps, ir received the obscure
designation Detroit T-23, and in 1942 was reported
scrapped at Pennsylvania's Middletown Air Base.
Also built by Detroit Aircraft for the Army was a stan¬
dard Duralumin Vega, designated the Y1C-12. This was
tested and evaluated by the Wright Field pilots in 1930-
01, and is supposed ro have been equipped with a spe¬
cial metal wing developed by the materiel division of
the Air Corps. As strictly a cargo carrier for Army use this
150 REVOLUTION IN THE SKY
Only Sirius DL-2 model builr. Convened ro Alrair and sold ro U5AAC.
particular Vega did nor inspire much enrhusiasm in irs
pilors. They reported ir "almost impossible" ro enter, and,
for comfort, "just fair." It rook off too slowly, landed too
fast, and was said ro hove a tendency ro spin or low
speed if rhe conrrols were handled abruptly.
The Y1C-12 was considered an ugly duckling among
rhe Air Corps's eagles and was attached ro a number of
squadrons os a transport and courier plane. After twice
surviving minor crock-ups while assigned ro rhe 36rh Pur¬
suit Group, or Langley Field, it was scrapped in 1935.
With success as a speedy transport in both high- and
low-wing versions, Lockheed planes were naturally
prominent in rhe thoughts of Air Corps planners. But it
Y1C-23 undergoes resrs in gianr wind runnel ar Langley Field, Vir¬
ginia, in 1932.
Army Air Corps's second Alrair has meral fuselage, is used ro rrons-
pon rop brass as rhe Y1C-23.
was a notable break with tradition when Washington
and Doyton agreed ro try out on experimental low-wing
fighter airplane.
Robert J. Woods, on engineer for rhe Detroit Aircraft
Corporation, mocked up a design for Army inspection in
March 1931. Based mostly on Alrair experience, it had a
metal-skinned fuselage and rail surfaces, enclosed back-
to-back cockpits for pilot and gunner, and was ro be
powered by a huge 600-hp Curtiss Conqueror V-1570C
liquid-cooled engine. All this was mounted on a regular
wooden Lockheed wing, with mechanical retractable
landing gear. Detroit-Lockheed was delighted with their
fighter's prospects, and felt that the project might just
prove a way our of their financial doldrums. Called rhe
XP-900, rhe prototype was assembled as a joint effort of
both Detroit and Burbank, and delivered ro the Air Corps
on September 29, 1931.
 Woods and rhe others who contributed design and Y1C-12, assigned ro cargo duties with 36rh Pursuit Squadron at
workmanship did a superb job with rhe XP-900. It was Langley Field. Flew 999 hours for USAAC.
rhe very first monoplane fighter ever bought by rhe
United Stares military, as well as rhe first with retractable
suit plane as rhe YP-24. They had it for resting at Dayton
landing gear. The trim ship was armed with a .00-caliber
for just twenty days, and flew it only twenty hours.
and a .50-caliber machine gun synchronized to fire
In rhe cool, bright morning of October 19, 1901, rhe
through rhe 3-bladed propeller, plus another.00-caliber
YP-24 was flown off from Wright Field for one of a series
weapon for rhe gunner in rhe rear cockpit. Powerful,
of routine checks. At rhe controls was Lieutenant Harrison
maneuverable, lethal, it was far ahead of its time—a
G. Crocker, a veteran Army flyer and test pilot for the
vision of rhe fighters that would later fill rhe skies in World
Evaluation Unit. He'd mastered rhe intricacies of all types
War II.
of military planes, and already had a couple of hours'
The Army evaluation pilots found that rhe XP-900
flight rime on this one.
could climb 1,820 feet per minute and breeze along at
Crocker, dressed in a heavy flying suit and moccasins,
214 mph. This was over 40 miles an hour faster than the
pur the ship through her paces and rook her up ro 22,000
Berliner-Joyce P-16s for which it was under consideration
feet ro try her climbing ability. For a time he lazily circled
as a replacement. The advent of a monoplane fighter
was an eye-opener for designers of military equipment
all over rhe world. The plane that almost saved rhe day: XP-900, 2-place pursuit ship
On acquisition, the Air Corps designated rhe new pur¬ built at Detroit for rhe Army in 1931.
XP-900 predicts shape of future military aircraft as it malses rest run
over Detroit before delivery to Army.
Dayron. Then, deciding ro land, rhe Lieurenanr pushed
rhe control lever for rhe landing gear over ro release and
began ro wind rhe wheels down.
Snap!
The tubular shafr broke off or rhe bolrhole jusr above
rhe universal joint rhar connected it ro rhe crank. With
rhe trouble righr there in rhe cockpit beside him, Crocker
could do nothing. Turning rhe shafr by hand was impos¬
sible, and from this position he couldn'r see rhe wheels.
The rest pilot circled Wright Field and rhe ground crews
sow his predicament. One wheel was stuck portly down,
rhe other dangled loosely. A training plane was quickly
dispatched to fly alongside the YP-24, with rhe words
wheels half down chalked on its side where Crocker
couldn'r fail to see rhe warning.
Crocker nodded and then began to throw his ship into
violent maneuvers. He spun, looped, dived, and snap-
rolled rhe airplane. The wheels didn't go down, bur one
vigorous gyration managed to slap them up into rhe
wing, and the rest pilot locked them there.
Now it was rime to try a belly-landing. Captain Eaker
had done it twice already, and Lieutenant Crocker was
gome ro try. Granted, the ship was new and unproved,
and rhe Curtiss in-line engine considerably bulkier than
rhe Wasps which powered rhe Alrairs. But Crocker was
confident in his ability to pur rhe ship down, and to him
rhe risk appeared less than ditching his plane and falling
ro earth under a piece of silk.
Coming in for a try, rhe rest pilot got a wave-off. Gen¬
eral H. Conger Pratt, Chief of the Materiel Division, had
arrived on rhe scene and made a quick decision. Another
Crash at Dayron gives YP-24 (former XP-900) a total of 20 flying
hours, bur Army Air Corps ordered five more.
 SINEWS OF WAP*
ship was senr up, rhis rime with rhe chalked command:
GENERAL SAYS JUMP.
*
Sadly rhe Lieurenanr rurned roward rhe long reserva-
rion ar Fairfield Air Depor, loarh ro leave rhe snappy
fighrer, bur now under* orders. Fie leveled off ar low
speed, srood up in rhe cockpir, and cur rhe swirch. Bun¬
dled up and dragging rhe sear chure, he clambered over
rhe sidejusr as rhe plane fell off in a spin, slowly whirling
roward rhe earrh. Wirh a prorruding propeller below and
a srabilizer above, rhis was no rime ro jump. Clinging ro
rhe padding, Crocker paused, rhen reached back in ro
level rhe ship off only 500 feer above rhe ground. The
crew, which had raced up ro rhe jump sire, srood perri-
fied as rhe pilor calmly climbed back in rhe cockpir,
srarred rhe engine, and zoomed rhe ship back up ro
4,000 feer.
Crocker's second arrempr ro leave wenr well. His chure
boomed open, and he slowly drifred down ro suffer no
more damage rhan "a couple of banged-up fingers."
The pilorless YP-24 made rwo wide circles of rhe air
depor, slowly losing alrirude. Once ir headed srraighr for
rhe crowd rhar had garhered and, as rhey scarrered for
rheir lives, capriciously veered away. Traveling ar high
speed, ir srruck rhe field on one wing rip, bounded inro
rhe air in a dusr cloud, and crashed ro a srop a hundred
feer farrher on. The accidenr invesrigarion ream found
only a hole where rhe big Curriss engine had buried irself.
Few pieces of rhe wing remained rhar were bigger rhan
a shingle. Amazingly, rhe cockpir which Crocker had va-
cared was virrually inracr, irs clock srill ricking away in rhe
sudden silence.
In rhe fall sunshine rhe brighr broken meral of rhe
snapped gear shafr shone up accusingly, a reminder of
XRO-1 embodies rwo firsrs for rhe U.5. Navy, has a Cyclone engine
for flying pasr rhe Army.
153
man's ofren misplaced fairh in machines. Harrison
Crocker wasn'r one ro rhink of rhese rhings. He was back
ar his desk, hard ar work, inside rhe hour.
Even rhough rhe prororype was gone, rhe fighrer de¬
sign developed by Bob Woods was worrh some more of
rhe some. The Army placed orders wirh Derroir Aircrafr
for five Y1P-24's ar $27,600 each, and rhen Topped ir
wirh anorher for five arrack versions of rhe pursuir ship, ro
be designared YA-9s.
Had Derroir-Lockheed been able ro fill rhese conrracrs,
rhe joinr firm mighr have been in rhe milirary airplane
business rhen and rhere, and for good. However, righr ar
rhis rime Derroir folded wirh a crash as resounding as rhar
of rhe XP-900. Lockheed was dragged along wirh rhe
holding company inro receivership. Worsr of all, rhere
was no money ro build pursuir and arrack planes, and
rhe Air Corps conrracrs were defaulred.
Our of rhis fiasco Lockheed ar leasr salvaged rhe mem¬
ory of an airplane-rhar-mighr-have-been, and rhe knowl¬
edge rhar rhe design lived on ro make a decided
conrriburion ro narional defense. Bob Woods wenr from
defuncr Derroir Aircrafr ro rhe Consolidared company in
Buffalo, ro redesign rhe YP-24 as rhe almosr idenrical YP-
25. Despire rhe loss of rwo prororypes in faral crashes
during resrs, rhe Air Corps accepred rhe planes and from
Them came rhe Consolidared P-30, ordered in quanrity
in 1935. Woods's revolurionary concepr of a low-wing
fighrer became somerhing rhar all rhe major aircrafr
companies of rhe world were ro emulare. Years larer, rhe
Lockheed company was ro build more of irs own fighrers
—rhe P-38 of World War II, rhe Korean conflicr's jer P-80,
and rhe F-104, bulwark of a more modern worldwide
defense. The half-forgorren lirrle Derroir-Lockheed XP-900
on which hopes were pinned and dashed in 1931, was
rhe firsr of rhem all.
Wirh all rhe acriviry going on in rhe Army, ir was nor
like rhe Navy ro be hesiranr in acquiring a command
154 REVOLUTION IN THE SKY
Tactful Mlsrer Turner sheds his uniform ro deliver The Navy's new
Alrair command rransporr ro Anacosria.
rransporr of irs own. Assisranr Secretary of rhe Navy for
Aeronaurics was young David S. Ingalls. Largely ar his
instigation, a new metal Alrair was purchased from
Derroir-Lockheed in October 1931. The Navy went its rival
service one better, and hung a 625-hp Wright Cyclone
power plant on rhe nose.
Secretary Ingalls wanted to see naval aviation give
some consideration ro a plane with retractable landing
gear, and the Lockheed was rhe first U.S. Navy aircraft to
be so equipped, it was also rhe first low-wing monoplane
in naval service, with rhe exception of imported Junkers
float planes and a racer.
The Alrair was rested by Marshall Headle before being
flown East for delivery by none other than Roscoe Turner.
Instead of his pale-blue uniform with irs Sam Browne belt,
rhe irrepressible Roscoe handled rhe ferry flight dressed
in a dark business suit, derby hat, spars, and gloves.
The ship was designated rhe XRO-1, and was kept and
maintained at the Anacosria Naval Air Station. Vance
Breese demonstrated it for Washington aviation and mil¬
itary editors ar 240 mph. Colonel Lindbergh, after being
shown how ro draw up rhe landing gear, is reported to
have coaxed it four miles faster than rhar.
The ship was taken up on cautious early flights by
Lieurenant R. B. Pirie; then as many naval pilots as pos¬
sible were urged to become familiar with it and make
recommendations. Secretary Ingalls flew it a good deal
himself on various trips about rhe nation, and rhe Alrair
was considered his personal command plane. Another
of Anacosria's chief rest pilots also pur a good many hours
on rhe blue-and-whire XRO-1. He was Lieutenant AP.
"Putt" Storrs, famed for his acrobatic flying with rhe Three
Seahawks.
The Army and Navy command transports and rhe YP-
24 fighter were developed and used by a country ar
peace. It remained for Spain, torn by civil war from 1936
to 1939, to give Lockheed aircraft their baptism of fire.
The part played by American airplanes in rhe Spanish
conflict is little known, but more than a hundred of them
were used by both sides. Late in 1936, rhe Spanish Re¬
public began negotiations for secondhand airplanes,
seeking air power of all types to combat rhe Italian
squadrons and rhe German Condor Legion rhar were
being used against rheim by rhe insurgent forces of Gen¬
eral Francisco Franco.
Soviet Russia sent both men and airplanes ro the Span¬
ish Republic and was adequately reimbursed with Span¬
ish gold. Hot-and-cold support for rhe Loyalist cause also
came from France and Mexico. The United Stares en¬
deavored ro maintain a policy of nonintervention, but
ran into complications in rhe enforcement of an em¬
bargo on war material, including aircraft of all types.
Willing to pay top prices, rhe Spanish embassies in
Washington and Mexico City set about procuring used
transport planes. Purchasing commissions and indepen¬
dent buyers were sent from Spain, and even rhe Com¬
munist International network was empowered ro make
purchases. In rhe confusion, rhe various agencies found
themselves bidding against each other and created a
seller's marker.
The profits to be gained in such traffic were consider¬
able, and it was natural that a few men cynically ignored
rhe first, toothless "moral embargo" imposed by Presi¬
dent Franklin D. Roosevelt. Until Congress could pass a
real embargo act rhar covered Spain, they rushed about
rhe country, acquiring old airplanes.
It was a cloak-and-dagger business, with changing
middlemen, false-front "import-export companies" and
fast-switching "citizens of unknown nationality." The
 SINEWS OF WAR
Store Deportment frowned on the deals, bur could do
little to holt shipments when.o bonafide export license
had been applied for legally, and issued.
The Spanish Republicans knew the speed and cargo-
carrying capacities of Lockheeds, and asked for them
specifically. It was up to U.S. aircraft brokers to scrounge
around and find a supply to fill the demand. The answer
to "What happened to all the Lockheed Orions?" is a
simple one: of the total of thirty-five built, fourteen were
sold and delivered to the Spanish Republic. A Sirius and
a Vega brought to sixteen the Lockheeds to see service
with the Loyalists.
Rudolf Wolf, Inc., ostensibly a Wall Street dealer injure
ond burlap, sent Orions to Europe on the Dutch freighter
Woolhaven. Among their exports were two that once
flew for Varney, on ex--Norrhwesr Airways job, and the
planes formerly owned by Dr. John R. Brinkley and Laura
Ingalls. (A sixth, on ex-TWA cargo ship, force-landed in
Ohio while being ferried to New York for shipment.)
Accompanied by two American aircraft mechanics,
Wolfs shipment was consigned to a dealer in the Neth¬
erlands, bur was off-loaded at Le Havre, where the
planes were assembled. Flown to Le Bourger, Villa-
coublay, and Toussus-le-Noble airfields, they were tested
and approved by French pilots of the Cenrre de Essais des
Avions Nouveaux (CEPANA) before delivery to Spain.
The French Air Ministry hod acquired Michel Derroyar's
Thirteen more fast Orions like F. C. Hall's Sheridan went to the
Spanish Republican Air Force as warplanes.
Swissair's first "Rote Orion. “
155
Orion, bought os on entry in the MacRobertson Race of
1904. By order of Pierre Cot, the French Air Minister and
a supporter of the Spanish Republic, this plane was flown
to Madrid in July 1906 by Edouard Corniglion-Molinier. His
passengers were the famous French writer Andre Mai-
raux and his wife, making a preliminary trip to Spain prior
to Malraux's involvement in the establishment of on "in¬
ternational" squadron of hastily acquired French bomb¬
ing aircraft. The new Spanish ambassador, Alvaro de
Albornez, was flown bock to Paris.
The French Orion was shortly pur or the disposal of the
Spanish Government. For a few days it shuttled bock ond
forth between the two countries, carrying government
officials and news correspondents. Then a forced landing
in the province of Teruel, Spain, ended its usefulness.
Spanish mechanics reportedly sawed off the wings!
Swissair's two bright-red Orions were acquired in
France ond sent on direct to Spain. Still bearing their Swiss
registration letters they were often flown by Joseph Ros-
marin, a veteran transport pilot from Brooklyn. Rosmorin,
one of the war's first American volunteers, flew in Spain
for over a year. He piloted the Orions as courier planes,
transporting Republican military staff and government
personnel between Alicante and the various barrlefronrs.
In one fifteen-day period he flew more than o hundred
hours. Occasionally Joe and the ex-airliners were pressed
into service carrying bodly needed munitions to the fight-
One of two Orions sold by airline through France.
Phillips's Orion bought by Spanish agents.
156 REVOLUTION IN THE SKY
Dr. Brinkley's Cyclone-powered Orion escaped ro Algeria in March
1939, the only Orion ro survive rhe conflicr.
American pilor Joe Rosmarin flew Orions on rransporr missions in
rhe Spanish Civil War.
ing lines. Attacked by Nationalisr fighters, he wrore off
one "Red Orion" in a successful wheels-up landing wirh
a load of Spanish V.I.P.'s.
The embarrled Spanish Loyalists counted upon aid
from Mexico. Among rhe procurers of aircraft were Gen¬
eral Robert Fierro, Fritz Deiler, a German-Mexican, and
Carlos Panini, who was about to start his own airline.
General Fierro sent both his own personal planes, rhe
Sirius Anahuac, wirh which he'd made his famous New
York to Mexico City flight in 1900, and his Vega, a veteran
of C.A.T. airline days. Spanish Republican ships, dodging
Nationalist cruisers and Italian submarines, slipped our of
Vera Cruz across the perilous Atlantic with these planes,
plus six more Orions that had once flown for the airlines
and for Oklahoma and Texas oil operators.
The white Anahuac, assigned ro rhe Basque front, and
rhe black Orion Auro-da-Fe are both reported as "crashed
in Spain." Other Lockheeds were doubtless destroyed on
the ground by wave after wave of raiding Nationalist
Fiats, Heinkels, Dorniers, and Savoia-Marcherris.
Another American volunteer pilor, Edwin Lyons, re¬
called flying the Vega on cargo runs between Quintanar
de la Zarga and Madrid. The high-powered Orion Doctor
Brinkley III was reportedly shot down, while still carrying
rhe doctor's name and her U.S. registration numbers. The
news services got hold of rhe story that Brinkley and his
airplane had both perished in rhe fighting. The doctor
himself happened ro be incommunicado on his yacht off
Nova Scotia that summer and it took considerable ex¬
plaining ro convince his friends and patients that he was
hale and hearty and far from Spain.
Despite rhe story, rhe Brinkley Orion appears to have
been rhe only Lockheed of this series to survive rhe Span¬
ish Civil War. When hostilities came ro an end more than
fifty planes were flown our of Republican Spain. Among
 SINEWS OF WAR
rhem was rhis sole Lockheed Orion, flown ro Oran in
French Algeria on March 00,. 1939. Ir was eventually
turned over to the victorious Nationalists, and its ultimate
fate is unrecorded.
A footnote ro the participation of Lockheeds in the
Spanish Civil War was provided by a Czechoslovakian
airplane, the trimotored Avia 51. This aircraft was devel¬
oped by Robert Nebesar, who had worked as an aero¬
dynamics engineer for Detroit Aircraft and then returned
to his native Prague. Cigar-shaped and streamlined with
cowls and pants, the metal plane clearly showed the
influence of the designer's days in the Motor City.
Just three of Nebesar's 7-place trimotors were built in
1933 by the Czechoslovak Aircraft Works. They were sup¬
posedly sold ro Estonia, bur in actuality shipped to Spain.
In the course of delivery, the tramp steamer transporting
the three airplanes reportedly was sunk without a trace.
The appearance of the Lockheed Orion, and espe¬
cially its performance on the European routes of Swissair,
contributed ro the design of other transport aircraft, all of
which were soon to be put to military use.
The British designers A. H. Tiltman and N. S. Norway
(the latter the famous novelist, "Nevil Shute") acknowl¬
edged that a photograph of the Orion influenced their
decision to build a low-winged cantilever monoplane
with retractable landing gear. The result was seen in the
Airspeed A5.5 Courier, and the Airspeed Envoy, which
evolved into the ubiguitous Oxford trainer used by the
Royal Air Force.
The German airline, Deutsche Lufthansa, wanted a
faster small transport to match Swissair's speedy Orion.
For rhem the Heinkel-Flugzeugwerke Company de¬
Designer Robert Nebesar based Czech rrimoror on his experiences
with Lockheed DL-Is.
157
signed the Heinkel He 70, unofficially dubbed "Der Blitz."
Still another Orion-like low-winger produced in Germany
was the Junkers Ju 60 and Ju 160 which followed. These
six-passenger transports were operated by Lufthansa be¬
tween 1933 and 1939.
Finally, in 1932, the Kharkov Aviation Institute ream of
designers in the Ukraine produced the KhAI-1, a Russian
six-seater, low-wing, monocogue-fuselaged transport
with a marked resemblance to the Orion. A number
were reportedly intended for the Moscow-Tiflis express
services of the Russian airline Aeroflot, and some were
utilized for pre-World War II military transport in the
U.S.S.R.
Though the Spanish war took the cream, by 1941
there were still some single-engine Lockheeds in good
condition—good enough to be conscripted into service
in World War II.
Don Marshall, Lockheed Aircraft representative at Dal¬
las, sold his Vega, the last one built, ro the Army Engi¬
neers' Los Angeles District. It was given an Army serial
number and designated a UC-101.
Similarly, the third-from-last Orion, the former Early Dird
owned by the Derroir News was acguired in 1942 by the
War Department; in Army drab, it was called a UC-85.
Nicknamed Scunleburr, this ship was flown during the
war our of March Field, California. Its usual pilot was Colo¬
nel A. Paul Mantz, who was certainly no stranger to Lock¬
heeds of the type.
Two other Vegas, an old Wedeli-Williams Air Service
transport, and a former Phillips Petroleum ship, were sold
to the Army Engineers operating our of San Francisco.
The latter plane was destroyed in a hangar fire at Van
Nuys, California. The former was reported only as in ser¬
vice "outside the continental limits of the United States."
Its actual use in the war effort is unknown. Clarence
Chamberlin's Altair Miss Srrarosphere also went to the
150 REVOLUTION IN THE SKY
Drafted in WWII is USAAF's Orion UC-85, former peacetime news-
go rherer Early Bird.
Army Engineers. Used for some early anriradar resring, ir
was wrirren off in a Californio accident.
As thousands of aircraft poured from the factories,
there was soon no real use for "draftees" such as the
Vega UC-101 and the Orion UC-85. They were pur up for
sale even before the war ended. Don Marshall of Lock¬
heed bought back his Vega and then sold it again at a
good profit through broker Charlie Babb. The surplus
Orion went to Danny Fowlie of Van Nuys, California.
One more Vega can be classed as a World War II
participant. It was Glen Kidston's old London-ro-Cape-
rown record-breaker of 1931. After cracking up in the
MacRoberrson Race this metal job was sold to parties in
Australia. Five years later, at the outbreak of the war, the
Vega was impressed into the Royal Australian Air Force.
As an RAAF A42-1 it performed various chores at the
military airfields "down under." The ship still had its old
Wasp engine, which finally became unserviceable in
1944. The Aussies endeavored to install other engines
and were going to try another Wasp from a smashed
Sikorsky amphibian when the war ended and there was
no need.
As rhe wrecker's torch cur up the Vega in October
1945, there was no thought that here was rhe ship that
had once been rhe fastest airplane on rwo continents.
 Mirplones designed for rhe exclusive use of lorge
IM corporarions hod rheir origin only a lirrle over
ll fifty years ago. During rhe twenties, rhe well-
known Fokker and Ford Trimorors were occasion-
A Aally refinished by individual owners os "flying
offices." Dur ir remained for Lockheed ro pur o business
airplane into srandard producrion. This was rhe specially
equipped Vego Execurive.
The prororype Execurive model come our of Burbank
in rime for exhibir or rhe Derroir Aircrofr Show of April
1929. Srandard equipmenr in rhis businessman's airplane
included a folding desk and a brand-new rypewrirer, con¬
vertible searing, currained windows, and a lavarory. Since
pre-Depression execurives were expecred ro mix business
wirh pleasure, "a big comparrmenr for golf clubs and
luggage" was provided.
159
Wirh its smoorh fuselage ro pass rhe airflow rhe Vega
Execurive was advertised as "reducing noise and vibra¬
tion ro a degree rhar dicrarion, typing, or raking a nap
may now be included in rhe flying program of progres¬
sive businessmen and women who would make rhe
most of hours spenr in air travel.''
Lockheed's first Execurive was soon sold ro rhe Inde¬
pendent Oil 6 Gas Company of Tulsa, Oklahoma, and
was used by rhe firm's vice president, Gillette Hill, for
business trips and sales promorion. The whire-and-blue
Vega gathered good publicity as rhe official plane for
rhe International Air Derby run from Mexico City ro Kansas
City in 1930. And in devising an emblem for Indepen¬
dent's Tailwind Aviation Gas, rhe Lockheed was com-
Firsr Execurive Vega begins by carrying oilmen. Sriii flies roday.
 THEY ALL FLEW L0CKHEED5
bined wirh rhe compony's "big I" trademark
Before long, Independent was taken over by the Phil¬
lips Petroleum Corporation of Bartlesville, Oklahoma,
and they traded rhe first Executive job for a newer Vega
in a deal wirh Parks Air College of East Sr. Louis, Illinois.
Phillips Petroleum owned and flew three Vegas and
two Orions over a period of nine years. Aviation-minded
Frank Phillips, founder of rhe company, was rhe generous
sponsor of such famed flyers as Art Goebel, Bennie Griffin,
and Wiley Post. Will D. (Billy) Parker, the popular, long¬
time manager of Phillips's aviation department, flew rhe
Lockheeds all over rhe country in sales work, paced rhe
National Air Paces derbies, and set up a few intercity
records of his own. Promoting Phillips 77 Aviation Gaso¬
line for individual and airline use throughout rhe Mid-
and Southwest, Parker's company bought the very last
Lockheed Orion ever built. And later they acquired the
final Vega to come off rhe assembly line in Burbank. Billy
Parker, who flew rhe ships for nearly a decade, probably
had thousands of hours on both types.
Over in Ponca City was the Marland Oil Company,
another Oklahoma oil producer and competitor of Phil¬
lips's. To check pipelines and deliver executives to distant
cities in a hurry, Marland bought a Lockheed Vega early
in 1929. Ray Shrader, later in charge of operations for
Braniff Airlines, got his first experience wirh Vegas as Mar-
land's pilot. The company was soon merged with Conti¬
nental Oil Company, and rhe triangular Conoco
trademark replaced that of Marland Oil on rhe ship's
wings. After four years the original Vega was traded in
on a new one equipped with Goodyear Airwheels and
the NACA cowl. The second Conoco Lockheed had an
extra-long existence as an executive plane: Continental
pilots flew rhe red-white-and-green plane until 1944.
Mention has already been made of Roscoe Turner, his
lion cub Gilmore, and their work in publicizing Califor¬
nia's Gilmore Oil Company. On July 16, 1930—three
weeks after making a new cross-continent record—man,
lion, and Air Express set a new mark for rhe three-nation
flight from Vancouver, British Columbia, nonstop to Agua
Caliente, Baja California, Mexico, of 9 hours, 14 minutes
and 30 seconds.
Even when not breaking records, rhe two made a
stellar publicity ream. At rhe best hotels they simply
signed rhe register "Roscoe and Gilmore," and were uni¬
versally accepted. Unfortunately rhe lion grew fast, and
soon his 500-pound bulk was more payload than Roscoe
could afford to carry.
After 25,000 miles of .flying, Gilmore had to be
grounded, and was pur on exhibit in a special enclosure
on rhe grounds of rhe United Air Terminal in Burbank.
The Execurive model Vega Included a porroble typewriter and a
concealed lavatory that was accessible when a passenger sear was
folded down.
161
Among the crowds that flocked about his cage, the lion
could always sense rhe presence of either Turner or his
longtime mechanic, Don Young, and had a special type
of growl to greet them. But the uncanny thing was that,
among the hundreds of planes that pur down and took
off from the terminal, Gilmore always came alert wirh
recognition on rhe arrival or departure of rhe Lockheed
in which he'd flown so many miles. Since it was rhe only
Air Express flying in rhe area, perhaps he recognized it
wirh a special lion's sixth sense, or by some peculiar swish
of rhe parasol wing inaudible to human ears.
Eventually, title to the sturdy Air Express went to Colo¬
nel Roscoe Turner himself, and when nor flying racers he
used it for personal transportation for eight years.
Through an arrangement with the Macmillan Petroleum
Corporation of Long Beach, California, he flew rhe ship
as Roscoe Turner's Macmillan Ring-Free Express and pub¬
licized their products as he had those of Gilmore Oil.
Roscoe had quite an affection for rhe ship and referred
to it as "my baby." Finally, after eleven years of rough
service, rhe plane was declared unairworthy, and Don
Young reluctantly dismantled and scrapped it.
And Gilmore?
Since rhe lion had so long been his companion and
friend, Roscoe Turner put Gilmore in a Los Angeles pri¬
vate zoo, and paid for his upkeep for over twenty-five
years. When rhe famous lion died in 1957, his pilot ar¬
ranged for a taxidermist's services and flew Gilmore east
to a permanent resting place in rhe Turner Trophy Room
at his Indianapolis home.
"He's nor one of rhe trophies," explained Roscoe. "The
trophies belong to him as much as they do to me."
After Roscoe's wings were folded in 1970, Gilmore was
sent to Washington to grace rhe racing exhibit at rhe
National Air and Space Museum.
The first Lockheed Vega to be sold to a major oil cor¬
poration went to a subsidiary of The Texas Company in
rhe summer of 1928. Bert E. Hull, president of rhe Texas
Pipe Line Company, used the plane to survey routes and
completed jobs from rhe air. Painted red, wirh white trim,
Hull's Texaco 2 was piloted all over rhe Southwest on
pipeline business. At the controls of rhe Whirlwind-pow¬
ered ship were company pilots Frank Hawks, Bert Pid-
coke, or Matt Nieminen. Hawks soon became famous on
a national scale, flying rhe oil firm's Lockheed Air Express
Texaco 5 on its transcontinental record-breaking trips.
President Hull recalled his pilots handling rhe early
Vegas "as carefully as if flying an empty eggshell"; and
that wings and fuselages were occasionally punctured by
Texas hailstones. In checking a pipeline installation far
our on rhe plains, it was customary to buzz rhe adjacent
landing area until the crew below drove off the grazing
herds of cattle or sheep. In 1931, using a Vega and
makeshift landing fields of this nature, Texas Company
pilot Hal P. Henning conducted officials on a 5,000-mile
Moror installation for a Wright Whirlwind engine (lefr) and a Pratt
& Whitney Wasp (righr).
four of oil-field properries in Oklahoma and Texas.
In addirion ro rwo Vegas operared by rhe pipeline
subsidiary, and Frank Hawks's short-lived bur well-remem¬
bered Air Express, The Texas Company also flew a Sirius.
This was Texaco 16, a rwin-cockpir job brightly painted
red and white, which was used for publicity at air shows
and for fast transport in 1902-03 by aviation department
manager J. D. "Duke" Jernigan.
A second major oil company to buy and fly rhe
Standard Oil of New Jersey's Vega, piloted by Maj. Edwin E Aldrin
(righr), toured rhe U.5. and gave Europeans their first sight of a
Lockheed.
wooden Lockheeds was Standard Oil of New Jersey.
Manager of their newly formed aviation department was
Edwin E. Aldrin, who went to Burbank in September 1928
to take delivery of rhe second Pratt & Whitney Wasp-
engined Vega to be produced. The red-and-whire ship
was used to test various blends and aviation gasolines
and oils produced by Standard. In the spring of '29, Major
Aldrin shipped rhe Vega ro Europe. Accompanied by his
wife, Marion, and a mechanic, he rook a 6,000-mile busi¬
ness trip to France, Italy, Germany, Austria, Switzerland,
Czechoslovakia, England, and The Netherlands. Since this
was rhe first Lockheed ever seen on rhe continent, it
attracted crowds each time rhe Aldrins set down at an
airdrome. And even with a leisurely trip, it was a fore¬
gone conclusion that rhe ship would set a few new Eu¬
ropean intercity speed records.
Later in rhe year, this first Standard Oil Vega was
traded in on a newer model equipped with oversize
 THEY ALL FLEW LOCKHEEDS
wheel ponrs, and rhe NACA cowl. The original Wasp en¬
gine wenr inro rhe new ship and before long hod hauled
rhe successive Lockheeds some 65,000 miles. This plane,
colled No. 1, and on idenrical sisrer ship, No. 6, flew for
rhe Sranavo Specificariom Board, a subsidiary formed by
rhe Srandard companies of New Jersey, Indiana, and Cal¬
ifornia ro coordinare norionolly rhe promorion and sole
of Sranavo Aviorion Gasoline and Oils. Since Sronavo's
Trademark was o symbolic eagle-airplane, rhe two Vegos
were given impressive poinr jobs in rhe form of gianr
American eagles whose brood wings srrerched along rhe
full canrilever of rhe Lockheeds and whose oursize clows
reached down rhe wheel fairings.
Informally dubbed rhe Flying Trademarks or rhe Sran¬
avo Eagles, rhe colorful ships were based or Newark Air-
porr, and flew everywhere and ofren. Ar one rime Major
Aldrin held on unofficial rransconrinenral record wirh
No. 1. On a business Trip—wirh srops or Albuquerque,
Tulsa, and Dayron-his flying rime for rhe whole junker
was only 15 hours and 40 minures.
Dorh Major Roberr E. Ellis and Lieurenonr Will W. Whire
were associared wirh Sranavo os assisranrs ro Aldrin. Ellis
flew one eagle-Vega from Miami ro Newark in 8 hours
in 1930, and Whire was copilor on rhe record-breaking
flighr rhe orhership made ro Buenos Aires rhe some year.
The No. 1 evenrually had rhe colors of irs eagle poinr
job reversed when converred inro Jimmie Modern's sec¬
ond Cenrury of Progress. Sranavo Vega No. 6 also ap¬
peared in borh whire-eagle and red-eagle versions
before sole in 1936 ro Joe Cosra as rhe Crystal City.
Though backed by a long-esrablished inrernarional
John Macready promotes a new image, more sales for Shell.
163
combine, Shell Perroleum producrs were sriil new ro
many Americans in rhe early 1930s. In 1929 ex-Army
flyer John A. Macready was hired by Shell Oil of Son
Francisco ro organize on aviorion deparrmenr. The per¬
sonable major, Three rimes winner of rhe Mackay Trophy
and onerime holder of world's disronce, durarion, and
olrirude records, had pilored rhe Army's T-2 on rhe firsr
rransconrinenral nonsrop flighr in 1923.
Srandard, Richfield, and orher California oil companies
were very much in rhe aviorion business and Shell hod
been criricized for dragging irs feer. Major Macready
changed oil rhis. Ar firsr he simply builr goodwill for Shell
Oil and publicized rhe name. Many execurives and pro-
specrive cusromers were raken in Shell planes for rheir
firsr pleasure rrips alofr. Exhibirions, record-breaking hops,
and flying jusr a cur above pure barnsrorming pur rhe
red-and-yellow scollop emblem very much in rhe public
eye.
Gradually, Macready and his pilors conracred airporr
owners and officials, and ser up a chain of ourlers for
Shell aviorion producrs. They raughr orher company sales
personnel rhar rhis unrapped marker was worrhy of fu-
rure developmenr—which called for many hours and
many miles of day in, day our flying. Prominenr among
rhe aircrafr flown by rhe aggressive and popular major
were a pair of Lockheed Vegos. Decked our in rhe famil¬
iar Shell colors, one was srarioned ar Alameda, Californio,
across rhe bay from company headquarrers, and rhe
orher in Searrle. Over a fourreen-year period (1930-44)
Shell owned and flew a Lockheed fleer rhar included
four Vegos and a Sirius.
One of Shell Perroleum's rop assets.• Jimmy Doolittle.
164 REVOLUTION IN THE SKY
The Sirius wos o very early experimental model, built
at the same time as the prototype for Colonel Charles A.
Lindbergh in late 1929. Lindbergh and Macready ex¬
changed ideas on their new ships and the colonel flew
the Shell job on rests as well as his own. Macready recalls
the Sirius as "a good airplane." He flew it on a 3,500-
mile tour of the Pacific Northwest and Canada and also
raced the low-winger over a mile course at Alameda for
an unofficial speed record of 206 mph.
After only a few months' operation Macready had the
fast ship at an air show in Tracy, California. Seeking to
give the crowd a thrill, he pur the Sirius in a power dive,
with the idea of zooming up again just over the heads
of the spectators. On the way down, the plane devel¬
oped a terrific wing flutter. The major, shaken about as
badly as the Lockheed, managed to land safely. Walking
away white-faced, he pur in a call to Burbank and told
the company to "come and get it." Apparently, though
it had been flown full our on the rime trials, this particular
Sirius could nor withstand the strain of a power dive.
Returned to the factory, it was never flown again.
What Shell Oil was doing for aviation on the West
Coast, the Shell Petroleum Corporation of Sr. Louis pro¬
posed to accomplish in the Midwest. On the recommen¬
dation of Macready and other astute officials who knew
men, this company hired another well-known Army avia¬
tor: James H. Doolittle.
Major Jimmy Doolittle hailed from California. For years
he was an irrepressible daredevil, and those who read of
his exploits in test-flying and racing airplanes in the twen¬
ties were apt to forger that he had also earned a doctor¬
ate in aeronautical engineering atM.l.T. Jimmy could nor
only fly like a demon, bur knew the technical side of
airplanes and their engines. He was the first man to per¬
form an outside loop in an airplane, and the first to make
a completely blind flight—fears he planned ahead as
carefully as if for one of his air races.
Shell Petroleum purchased a $25,000 Lockheed for
Doolittle, a sleek panted and cowled Vega with special
Executive interior. Jimmy was to use it to promote the
company out of St. Louis, as Major Macready was already
doing for the other Shell organization on the West Coast.
Doolittle expected to leave Mirchel Field on Long Is¬
land with his wife and iwo boys on February 27, 1930.
He realized that the Vega was overloaded with house¬
hold baggage when the cockpit door behind him came
unlatched and he nearly rumbled into the cabin. The
ship shed its landing gear and dug into the frozen sod
on its belly. Nobody was hurt, but the major's first day as
a civilian oil company employee was nor exactly auspi¬
cious.
Shipped back to Burbank and rebuilt, the Vega served
both Doolittle and James G. Haizlip, another ex-Army and
airline pilot who joined Shell at the same time. Soft-
spoken, handsome Jimmy Haizlip shared honors with
Jimmy Doolittle in meteoric trips across the country with
racing planes, and in winning trophies or the National Air
Races. One of his accomplishments was to fly the Shell
Vega to victory in the Transport Race at the 1930 NAR in
Chicago. For several years both Jimmys could be found
either flying a Lockheed our of Sr. Louis on oil company
business, or setting records with a series of fast, specially
built racing planes sponsored by Shell. It all helped sell
aviation—and petroleum products.
Short and chunky Jimmy Doolittle got hold of another
Lockheed in 1932. This was the experimental Alrair with
wooden wing and metal fuselage that had been flown
briefly as a mail plane by Transcontinental & Western Air.
Lockheed was barely keeping in existence as a company
at the time, but managed to convert the ship to an
Orion. This was accomplished in the deserted factory by
chief engineer Dick Von Hake and his assistant, Jimmy
Gerschler. Working without pay, Miss Nina Wyatt typed
the stress analysis and paperwork on the plane, and be¬
came Mrs. Gerschler as a result of the association. The
trio's combined efforts produced the only metal Orion
ever to rake the air.
Called Shellighrning, the Orion was beautifully painted
with scalloped wings and big Shell emblems on the nose
and tail. Jimmy Doolittle made hundreds of trips in this
Lockheed, and the ship was very much in evidence at air
shows, airport dedications, and business conclaves across
the territory of all three Shell companies in the United
Stares. The presence of the famed racing pilot was
enough to insure good attendance at any air event.
Perhaps the most unusual use made of the Shellighr¬
ning was a special flight in the summer of 1932. This was
the George Washington Bicentennial Airplane Flight to
commemorate the 157th anniversary of the founding of
the U.S. Postal Service. The plan was to fly in one day over
all the American towns visited by George Washington in
his entire lifetime. Mailbags would be dropped at rhriry
significant historical spots.
Jimmy Doolittle took up the idea with enthusiasm and
enlisted the aid of Alpheus F. Maple, editor of Shell's New
York house organ, to go along and drop mailbags. As a
crowning touch, they also took Miss Anne Madison Wash¬
ington, great-great-g rand niece of the first president, in
the plane as passenger.
Jimmy got the Orion off from Kittery, Maine (Washing¬
ton's visit farthest north), in the early dawn of July 25,
1932. The route rook him over Boston, Providence, New
Haven, New York, and all the tiny places made famous
by the Father of his Country. It was a problem in both
navigation and landmark identification for Jimmy to pick
our places like Monmouth Courthouse, New Jersey; Val¬
ley Forge, Pennsylvania; Wakefield, Viginia,- and Sunbury,
North Carolina.
Al Maple, as a peacetime bombardier, next sent bags
plummeting down to watchers at Winchester, Virginia,-
 THEY ALL FLEW LOCKHEEDS
Doolirrle and his famed Shellighrning, only meral Orion ever built,
furnish rhrills or conventions and moke o 2,600-mile flight in one
doy ro carry commemorative U.5. moil in George Washington's
footsteps.
Forr Necessity, Pennsylvania; and Point Pleasant, West Vir¬
ginia. Turning north the speeding Lockheed cut across
western New York from Forr LeBoeuf (Waterford, Penn¬
sylvania) to Fort Sranwix (Pome, New York), and then
among the Adirondack foothills to Crown Point and Ti-
conderoga.
Miss Washington "enjoyed every bit" of the trip. But it
wos o weary Jimmy Doolirrle who, flying low and follow¬
ing the railroad tracks and Hudson River, finally headed
down the last stretch to New York. In the summer twi¬
Miss Silvertown is fitted for rubber "overshoes" to combat wing ice-
up. Goodrich Company's speed queen mode first complete test of
De-icers on any aircraft in 1931, innovation wos standard transport
equipment thereafter.
165
light, Maple let out the lost mailbag, which landed al¬
most or the feet of the postmaster standing on the
parade ground or West Point. George Washington would
never hove believed that Jimmy Doolittle covered all the
places in the span of o single day, from dawn to dusk.
The entire 2,600-mile flight rook Shellighrning just 15
hours and 40 minutes.
Manufacturers of rubber products also hod a good field
in the aviation industry, both for advertising and devel¬
opment of new products. Mention has already been
made of the B. F. Goodrich Company's Lockheed Vega
Miss Silverrown, and the racing, cross-country, and speed-
trial work done with her by company pilot Lee Shoenhair.
In addition ro transporting executives, the ship was used
in experiments with various airplane tires, brakes, and
wheels, during which the white speedster went by the
more prosoic designation of Test Plane No. 3.
One of the greatest contributions to safe flying—the
first De-icer—was rested initially by Goodrich in 1901. The
pulsating rubber overshoes were designed to be or-
166 REVOLUTION IN THE SKY
roched ro rhe leading edges of borh rhe wing and rail
surfaces of an airplane, and inflated by compressed air
ro break off ice accumulations—rhus making it possible
for rhe airsrream ro carry rhe ice away. After extensive
rests in a refrigerated wind runnel at Akron, and explor¬
atory application on a mail plane, Goodrich completely
equipped their Lockheed with the De-icers.
Billy Brock first flew rhe rubber-shod Miss Silverrown
above rhe Ohio landscape and found no noticeable dif¬
ference in the ship's stability. Then test pilot Charlie Mey¬
ers circled the white Vega high into rhe wintry clouds,
deliberately picked up a good thick layer of ice, and
successfully eliminated it. Further rests by Jimmy Doolittle
on Shell Petroleum's Vega and rhe Orion Shellighrning
proved rhe worth of De-icers. The next year Goodrich's
inflatable rubber boors were adopted as standard equip¬
ment on scheduled transport planes and military aircraft.
Another Akron firm, rhe General Tire & Rubber Com¬
pany, had already had experience with one Lockheed.
They briefly owned rhe Hornet-powered Air Express
which Henry J. Brown flew ro bear out Goodrich's Miss
Silverrown in the 1929 transcontinental nonstop race. In
1904 General got another Lockheed, rhe former Shell
Petroleum Vega which had been flown by Doolittle and
Haizlip. General's pilot was Ray V Brown, an Army-
trained flyer who came with rhe ship from Shell. Used for
executive transport primarily, General's plane was
named Miss Srreamline.
The rubber company's wooden Vega was succeeded
in 1937 by one with a Duralumin fuselage, Miss Srream¬
line 2nd. This ship had been an airliner in the Southwest,
Ray Drown and Miss Streamline 2nd fly for General Tire.
and was flown for a rime with an eagle paint job by
Stanavo, whose pilots declared that it "flew cockeyed."
Ray Brown didn't seem ro have any trouble jockeying
rhe shiny metal Vega, and it carried rhe officials of Gen¬
eral Tire on business and pleasure jaunts until 1941.
Other businesses made use of rhe speed and eye-
appeal of Lockheeds. The Prest-O-Lite Storage Battery
Corporation of Indianapolis had a white Vega, Presr-O-
Lire II, which was in rhe charge of company pilot Dick
Knox. Elmer O. Beardsley and Walter F. Piper of Chicago
used a red-and-gold Vega in their business of manufac¬
turing foundry machinery. The partners were pilots who
flew nor only for pleasure bur also for getting a part ro a
customer in a hurry. When rhe first Beardsley & Piper
Lockheed was accidentally destroyed by fire, this unusual
pair of flying executives immediately bought another.
And proceeded to pilot rhe ship some 60,000 miles a
year for a decade.
Out of Detroit, Captain Russell Young flew a beautiful
black-and-yellow Vega Executive for McAleer's Polish. The
Miss McAleer advertised rhe product on its wing, and red
cans of McAleer's were painted on rhe fuselage. Naturally
this was one airplane that could always be counted on
to be kept shined ro a brilliant luster, and its dazzling
appearance did much to sell rhe product. C. H. McAleer,
head of the company, developed an even glossier polish,
which was claimed ro add from 2 ro 5 miles per hour to
rhe speed of rhe Vega.
Miss McAleer was completely radio equipped, includ¬
ing a set for passengers and a broadcasting loudspeaker.
This voice from rhe sky could be heard for over a mile,
telling rhe countryside below rhe merits of McAleer's Pol¬
ish.
One Vega used in business was built under unusual
circumstances. Richard Von Hake, rhe Lockheed chief
engineer who personally assembled Jimmy Doolittle's
Orion, was laid off during rhe company's reorganization
days of 1932-33. He bought a metal Vega fuselage
from rhe defunct Detroit Aircraft Corporation's receivers
for $2,000 and had it shipped to California. Von Hake
himself assembled rhe DL Vega with a stock wooden
wing, and readied it for sale through the virtually asset-
less Lockheed company.
The ship went from Burbank to John Morrell & Co., a
well-known meat packing firm, and was flown our of
Ottumwa, Iowa. Piloted by Cliff P. Kysor, and known as
Morrell's Pride II, the two-tone green Vega was primarily
used to bring customers into Morrell's plants at Ottumwa
and Sioux Falls, South Dakota. The Pride, after a subse¬
quent career as an airliner in rhe Southwest and Alaska,
is still in existence, the only remaining Vega with a
Detroit-built Duralumin fuselage.
In the 1930s Parks Air College of East Sr. Louis, Illinois,
was one of rhe notion's best and most popular schools of
flying instruction. Oliver L. Parks, a top auto salesman,
 THEY ALL FLEW LOCKHEEDS
First known flying ambulance is this Aerial Transport Vega, the
Invalid Coach, fitted our in January 1929.
founded rhe school in 1927, and Trained Thousands of
aircrafr and engine mechanics as well as pilors. Like Lock¬
heed, rhe air college was affiliared for a rime wirh rhe
Derroir Aircrafr Corporarion combine, and obrained
Vegas for srudenr insrrucrion. Parks's candidares for raring
as rransporr pilors all hod ro pur in rwelve hours' solo rime
buckled in one of rhe school's Lockheeds, of which rhe
college owned Three over rhe years. Ofren rhe wooden
ships from Burbank were repaired or complerely rebuilr
by mainrenance srudenrs in rhe shops ar Easr Sr. Louis.
Orher Lockheeds were pur ro similar uses in flighr- and
ground-rraining schools rhroughour rhe narion.
Lawrence B. Talbor's California Aerial Transporr pur rhe
narion's firsr commercial air ambulance inro operarion in
1930. A Lockheed Vega painred whire wirh big red
crosses on each side, ir conrained a suspended, form¬
firring bed, rigged ro remain level during flighr. Equip-
menr included a firsr-aid cabiner, srrerchers, hor pads,
blankers, sheers, and pillows. There was room ro sear an
arrendanr docror and nurse ar rhe bedside.
Larry Talbor's Invalid Coach was kepr on call in rhe
rransporr company's hangar ar Los Angeles Municipal Air-
porr. Lareron, Joe Lewis-and Viola Neil operared a similar
Vega as rhe Aerial Hospiral Service our of Union Air Ter¬
minal in Burbank; and in 1938 Laurerra M. Schimmoler
endeavored ro found an Aerial Nurse Corps, urilizing a
chartered Vega from Unired Air Services ar rhe same
field,
Typical of rhe charrer flyers who made good use of
Lockheed looks, speed, and reliability was R. E. Morrison.
Red was a University of Kansas graduare and former
167
reacher of history and marh. He was coaching high
school arhlerics in Santa Cruz, California, when he caught
rhe "Lindbergh fever" in 1927 and learned ro fly. He was
good enough ro hold down a job as personal pilor for an
exacting taskmaster publisher William Randolph Hearsr.
Early in 1931 Morrison acquired a damaged Lockheed
Vega for $5,000, and had ir pur in shape ar rhe factory.
He knocked around wirh rhe ship for a while, flying our
of Mills Field in San Francisco, and then ser our ro find a
less crowded base of operations.
In rhe spring of 1932, Red's wanderings rook him ro
rhe grass and sod field rhar passed for rhe Municipal
Airport or Helena, Montana. A lone specraror, Jake Fritz,
greeted rhe pilor on his arrival, and introduced him ro
rhe county commissioner in charge of rhe field. Then and
rhere were laid rhe foundarions of Morrison Flying Ser¬
vice. And ir was a sample of Red's persuasive enthusiasm
rhar Jake Fritz became his firsr flighr srudenr.
Scratching our a livelihood in a strange rown was no
picnic for rhe red-headed barnstormer. He srumped rhe
stare, selling all rhe sightseeing hops he could promote
for his Vega, and gave advance insrrucrion in ir ro bud¬
ding rransporr pilors. There was no place Red wouldn't
go for a charrer, provided rhe air was flyable and rhe
ground landable. Wirh his Whirlwind-powered Lockheed,
he might rum up ar Wolf Point, Montana, wirh a rancher
wirh carrle for sale, or ar Los Angeles Metropolitan Airport
wirh o rired businessman and party, ser for a Hollywood
fling. Ir was said rhar "by a combinarion of ebullience,
fearlessness, and unfailing energy, Red Morrison sold rhe
people of Helena—and Montana—on aviation as a ser¬
vice."
Red lost his beloved and weil-cared-for Vega in rhe
spring of 1935, after five years of daily flights. Making a
160 REVOLUTION IN THE SKY
Red Morrison, whose Vega flew every day for five years.
forced landing high in rhe mountains of sourhwesr Mon¬
tano, rhe ship's landing gear ler go. Ir wasn't feasible ro
remove rhe plane from such a remote area: Morrison
walked our and simply left ir there. Though Red died in
a 1942 bomber crash, rhe Morrison Flying Service, which
he starred wirh his faithful Vega, was continued by his
widow, operating a charter service out of Helena Munic¬
ipal Airport.
Best known for his movie stunting and air racing, A.
Paul Manrz started a charter business in 1930. An Ala¬
meda, California, boy, Manrz got his training from rhe
Army, and for a spell operated a flying school at Palo
Alto. In 1931 he breezed into Union Air Terminal at Bur¬
bank with a little J5-powered Srearman. He had only a
few acquaintances, so he had to start on rhe flighrline
wirh rhe rest of rhe helmer-and-goggles boys, ballyhoo-
ing for hop customers and an occasional student. Despite
rhe Depression, Manrz prospered, while other ambitious
pilots found themselves without financial lift under their
wings and had to settle back into humdrum lives. Paul's
secret was service as good or better than commercial
airlines could offer. His motto of Anywhere—Anytime
meant something, and before long the Mantz-operated
United Air Services, Ltd., had five planes going on charter,
forest patrol, student training, or exhibitions.
For speed in transporting rhe movie moguls and stars
of Hollywood anywhere in the Western Hemisphere, Paul
acquired two Lockheed Vegas and kept them ready to
fly at the ring of a phone. Mexico was a frequent desti¬
nation, or the gambling halls of Nevada. On one flight
to Las Vegas a party from rhe flicker colony was in full
swing as Manrz headed his Vega across rhe Mojave Des¬
ert. Seated up in the office, Paul felt and heard "a terrific
explosion" in rhe cabin behind him. There was a mo¬
ment's dead silence. Then giggles began, and more
laughter told him ir was only rhe popping cork of an
extra-powerful bottle of champagne.
The stocky boss of United Air Services gradually added
flying in rhe movies ro his list of services, and it became
rhe work for which he was chiefly noted. Camera mounts
were devised ro fir anywhere on any rype of plane, and
mock-up aircraft interiors were supplied to rhe studios ro
use for close-up scenes. If Paul Manrz foresaw a need for
some special equipment, he'd either buy or build it.
In rhe course of this work Manrz probably owned, con¬
trolled, or had rhe use of a greater number of Lockheeds
than any pilot of rhe times. Over a thirty-year period he
had at least seven Vegas in his stable, plus a Sirius and
an Orion.
Manrz used his Vegas for flying sequences in such mo¬
tion pictures os Wings in rhe Dork, wirh Cary Grant and
Myrna Loy, and The Bride Come C.O.D., wirh Berre Davis
and Jimmy Cagney. In 1938 he cracked up a Vega wirh
rhe markings of Barrancas Airways on location at Sr.
George, Utah. Though Paul stepped our unhurt, rhe ship
was a washout and all rhe scenes of Only Angels Have
Wings in which ir appeared had ro be shot all over again.
Wirh lethal-looking "bombs" under rhe wings, rhe Manrz
Sirius appeared in movies as a dive bomber. And in rhe
tradition of Hollywood make-believe, rhe Orion, wirh Brit¬
ish markings, passed for a shot-up fighter, crash-landed
on rhe tarmac.
For rhe great aviation epic Men wirh Wings, Manrz
mustered his full force of camera planes and vintage
aircraft, and spared no expense ro strive for true authen¬
ticity. In the script, Fred MacMurray, preparing to fly to
Paris, overshoots Roosevelt Field and lands in rhe cold
Atlantic Searchers Ray Milland and Andy Devine find him
perched disconsolately on rhe wing of his nearly sub¬
merged Vega Miss Porricio. Just after rhe hero's rescue
the plane dramatically and realistically sinks. So skillfully
were rhe air and process-screen shots of this sequence
made that most moviegoers firmly believed that rhe trim
white Lockheed had actually been sacrificed in making
the movie.
Wirh excellent foresight that movies and television
would always need typical airplanes representative of
rhe passage of rime and rhe pageant of aviation history,
Manrz procured and preserved dozens of old airplanes.
Some were stored and others kept in flying condition.
From an aeronautical boneyard of planes, parrs, and
pieces, he could either produce an original or build a
replica authentic enough ro pass inspection by movie
buffs and aviation historians.
Wirh a partner, Frank G. Tollman, Mantz set up Tall-
mantz Aviation, Inc., at the Orange County Airport in
Santa Ana, California. In rhe stable of their “Movieland of
rhe Air" were two Lockheeds.
 THEY ALL FLEW LOCKHEEDS
Parrs of Only Angels Have Wings had ro be re-shor after Paul Manrz
(righr) clobbered his "Darrancas Airways" Vega.
Film stars Fred MacMurray and Andy Devine on location for Men
Wirh Wings with one of Mantz's vintage Vegas.
169
For a decade rhe Tallmanrz Vega, builr in 1929, was
rhe oldest Lockheed srill flying. As The Viking, she carried
Donald MacMillan's Arctic photo party of 1901 and also
spent many years as rhe Elizabeth Lind, operating on
floats our of Seattle. Manrz and Tollman bought her in
1956 and, in anticipation of a proposed motion picture
on Amelia Earharr, had rhe Vega painted red and gold
and relicensed wirh Amelia's old number. The film was
never shot, bur the plane did appear in The Carpetbag¬
gers. Next, Continental Airlines leased rhe ship for the
company's thirtieth anniversary. In 1964 rhe paint trim
was changed to the red and white of Varney Air Trans¬
port, Continental's immediate ancestor, and the Vega
was sent on a national publicity tour. No longer flying,
and srill in VAT livery, this Vega is now on exhibit at rhe
Ford Museum in Dearborn, Michigan.
The other Tallmanrz Lockheed was rhe only Orion srill
in existence. Originally builr as an Altair in 1931, rhe ship
went from TWA to conversion as rhe Shellighming made
famous by Jimmy Doolittle. Paul Manrz himself flew it in
rhe Bendix Faces of 1938 and 1939, and bought it back
from later owners in 1955. After both Manrz and Tollman
were killed in airplane accidents, their company's assets
were dispersed. The Orion eventually went ro Swissair. It
was repainted in rhe original brilliant red-and-white
scheme of their first wooden Orion of 1932, and the
airline presented the restored metal version ro rhe Swiss
Air Transport Museum in Lucerne, where it hangs today.
The Detroit News was rhe first newspaper to adapt an
airplane ro rhe needs of a modern metropolitan daily.
Aeronautics editor of the News was young James V. Pier-
sol, who reasoned that rhe paper should have a plane
 f
Frank G. Tollman (on wing) and A. Paul Manrz operated a collec¬
tor's paradise with foresight—and profit
of irs own. The ship should be able ro carry 500 pounds
of newspapers in a comfortable closed cabin, and should
have an unobstructed full cantilever wing to expedite
aerial photography. Speed was the prime requisite, and
it was not strange that Piersol's choice was a Lockheed
Vega. The publishers thought long and hard about ap¬
proving the purchase, bur once it was made they were
never sorry.
Bought in the summer of 1929, the Derroir News Vega
was equipped with landing lights and night-flying aids,
and stocked with blankets, rations, and other emergency
Derroit News's Vega covers headline events on wheels, skis, and
floats, made nearly 400 special flights for stories.
equipment. Special aerial cameras were mounted for
shooting air views from the open door. The cabin could
be blacked out for use as a darkroom, and there was a
typewriter and desk for use of flying reporters. In addition,
provisions were mode for quick conversions of the Lock¬
heed from wheels to either floats or skis. With an initial
outlay of $27,709.50 the News had a plane-of-all-work,
ready to fly to the Arctic or the tropics at short notice.
Frank Byerly was chosen as pilot, to be supplemented
by Jimmy Piersol. The cameraman was William Kuenzal,
who had made the first aerial photograph of Detroit from
a Burgess hydroplane back in 1912. The Vega itself was
painted a special shade known as Detroit News Bed and
cream lettering proclaimed the name of her owners.
During the first year of operation The News Lockheed
flew nearly 46,000 miles on work that included coverage
of news stories, aerial photography, and the distribution
of newspapers. On wheels, skis, and pontoons the ship
made 388 flights over thirty-one states and provinces.
Among the diverse assignments given the plane were
the reporting and photographing of forest fires in north¬
ern Michigan, finding and interviewing a missing witness
300 miles from the scene of a crime, delivering papers
to businessmen on a cruise of the Great Lakes, and bring¬
ing back special photos of the Detroit Tigers opening
spring training in Florida.
The publishers estimated that the Vega cost just 62
cents a mile ro operate, including the pay of pilot and
cameraman, and that in irs travels some three million
people must have seen the plane close enough to read
Detroit News on its wings and fuselage. Piersol's flying
crew made excellent use of the Vega for five years. Then
they traded her back to Lockheed for a brand-new Orion,
which would prove even more useful at newsgarhering.
Named Early Dird, it was one of the last Orions ro come
out of Lockheed's assembly hangar.
The Detroit News's radio station WWJ was by now an
 THEY ALL FLEW LOCKHEEDS
Early Bird 's camera pod can aim ar news for rhe Detroit daily, while
on-board reporter radios his story to rhe newsroom.
integral parr of rhe newspaper and would play an im¬
portant parr in rhe design features of rhe new plane.
Again it was aviation ediror Jimmy Piersol who chose rhe
Lockheed, and went our ro Burbank to supervise person¬
ally rhe construction of this one. Though rhe popular
rrend in 1934 was toward metal construction, it was
thought that the wooden monocoque design was still
rhe best ro minimize camera vibration and rhe back¬
ground noises encountered in broadcasting.
Piersol and Lockheed engineers contrived to install a
complete broadcasting station in the cabin of rhe new
Orion, with a special FCC license for either voice or code.
They arranged openings for cameras in the bottom of
rhe fuselage ar both sides and at rhe rear. In addition, in
a pod mounted flush in rhe left wing was a special aerial
camera, controlled by the pilot and aimed by pointing
rhe plane ar the subject. Like rhe newspaper's old Vega,
there was still ample room for flying reporters and their
desks.
Piersol usually piloted -rhe Early Bird himself, and for
years rhe red-and-cream ship was a familiar sight over
Detroit, with its bulbous camera eye winking ro record
rhe news and sports events of the day while WJ radio
reporters gave on-the-spot descriptions.
Lockheeds were universally covered, bur the original
price tag of $20,000 ro $25,000 for a new ship made it
hard for an individual to go our and buy one outright.
171
Still there were a number of men and women of means
who could both afford rhe plane and a personal pilot to
fly it.
Oil operators of Texas and Oklahoma who had struck
it rich were excellent customers for rhe early Vegas, and
hired ex-barnstormers to pilot them across rhe great dis¬
tances of the Southwest. Tulsa's Lockheed dealer was Erie
P. Halliburton, an airline operator and rhe wealthy paten¬
tee of a process for cementing oil wells. He sold a num¬
ber of Vegas ro his friends—and every plane being used
for speedy business transportation was likely to produce
a well-heeled customer for another.
F. C. Hall, the Oklahoma City oil-lease broker, owned
three successive Lockheed Vegas, all named for his
daughter, Winnie Mae. He paid his pilot Wiley Post $250
a month; good wages for rhe rimes. Later on, he had an
Orion, and still later, a twin-engine Electro.
Other Vegas were owned by John J. Moran of rhe
Moran Drilling Company, Wichita Falls, Texas,- by William
H. Dunning's Sequoia Oil Company of Fort Worth, and by
rhe Julian Oil and Royalties Company and rhe Kessler Oil
b Gas Company, both of Oklahoma City. G. W. Mennis
of Fort Worth's Texas Worth Tool Company died in his
Vega in an accident in 1930 near Alvord, Texas.
Jobe Pundr of rhe American Liberty Oil Company of
Dallas flew a speedy Sirius. Later there were Orions criss¬
crossing rhe skies above Tulsa, flying for rhe Barnsdall Oil
Company and John Mabee's Mabee Consolidated Cor¬
poration. L. E. "Red" Gray flew many of rhe Southwest
oilmen, and another popular pilot was Frank Hover.
 172 REVOLUTION IN THE SKY
gli
Plane rhar inaugurared airborne politicking is Raymond Robins
Crop); Continental Oil's Vega (second) finally went ro Alaska, Ruth
Nichols raced Asa Candler's Orion (third); Phillips's Vega (bottom)
larer worked in movies.
The oil operators did nor hove a monopoly on the
privately owned Lockheeds. Asa Candler, Jr., son of rhe
founder of rhe Coca-Cola firm, owned three of rhem.
When his first Vega was burned in a hangar fire at At¬
lanta, he quickly bought another. Then he acquired one
of rhe earliest Orions—rhe ship his pilot, Beeler Blevins,
flew in rhe 1901 Bendix Race to Cleveland. Morgan Bel¬
mont of rhe Wall Street firm of August Belmont b Com¬
pany had an early Executive Vega, which was piloted by
Ernest L. Benway.
New York's Guggenheim family, well known for their
support of all manner of aeronautical activities, owned a
Lockheed Air Express, and larer a Vega. The parasol-wing
job was always kept in immaculate condition, and was
piloted by young Russell W. Thaw. In 1902 the ship was
purchased by rhe prominent Proresranr minister Dr. Dan¬
iel A. Poling. Chicago social reformer Raymond Robins,
Poling's associate in rhe Allied Forces for Prohibition
movement, had recently disappeared—a victim of am¬
nesia, as it turned out. Meanwhile, Poling had had his
whire-red-and-blue Lockheed christened Raymond Rob¬
ins in honor of his missing friend.
With Russ Thaw as pilot, Poling made a truly whirlwind
political tour, stumping thirty-one stares in behalf of Pres¬
ident Hoover and rhe cause of Prohibition during rhe final
weeks of rhe '32 campaign. Though rhe contest ended
with defeat for rhe Republican candidate, this pioneer
trek demonstrated rhe value of flying as a vote-gathering
technique of the future.
Smiling Russ Thaw went back to piloting rhe Guggen-
heims, after his journeys with Poling. Their next plane, a
Lockheed Vega, had been completely rebuilt at rhe fac¬
tory. Incorporating rhe latest aeronautical improvements
as they came on rhe marker, rhe Guggenheim Vega was
one of the first certified airplanes—rhar is, receiving an
Approved Type Certificate from rhe U. S. Department of
Commerce—to be equipped with rhe hydraulically op¬
erated Hamilton two-pitch propeller. Its takeoff perfor¬
mance was phenomenal, and Russ frequently got rhe
Lockheed off the ground in less than five seconds.
During a South American junket, Thaw, while flying
Mrs. Edmond A. Guggenheim, had a tangle with some
stumps on a field in Surinam. The Vega was shipped
back ro California for repair, and its next owner first saw
the ship in pieces on the floor of rhe factory in Burbank.
He was Herbert G. Fales, an official of rhe International
Nickel Company in New York.
Fales personally flew rhe white, blue-trimmed Lock¬
heed for both business and pleasure. With its five ranks
holding 232 gallons, the ship had a range of 1,200 miles,
enabling rhe Nickel executive ro cover every parr of rhe
United States, and go into Canada and Mexico, with a
minimum of refueling stops. Fales put 750 hours on the
plane during six years' ownership, and recalled rhe Vega
as "a very fine airplane."
 THEY ALL FLEW LOCKHEEDS 173

A similar Vega named Ariel was ,rhe property of Miss

Margery Duranr, daughter of auto manufacturer W. C.
Durant. Miss Durant hired Charles La Jorre of Santa Mon¬
ica, California, to pilot her on travels over three conti¬
nents.
The Ariel seemed to have an affinity for boundary
fences. Twice it tangled with them, once at Roosevelt
Field and again at the airport in Santa Barbara, California.
Miss Durant sailed for Europe with the white Lockheed in
April 1931. With La Jorre as pilot and Everett Smith as
traveling mechanic, she made a successful 7,000-mile air
tour of England, France, Italy, North Africa, and the Near
East.
Miss Durant liked to fly and she liked to cook. About
the rime that Charley La Jorre's seat was beginning to
feel hard and his eyes weary from scanning the endless
sands of Egypt, she might hand him up a plate of cinna¬
mon roast and a steaming cup of coffee, prepared on a
little Srerno stove. During these open-flame sessions, me¬
chanic Smith worried about gas fumes from the fuel
ranks directly overhead, and would stand by with a fire
extinguisher at the ready. Miss Durant never learned to
fly the Ariel, bur it served the much-traveled lady for three
years before it was sold to an airline.
Another aviation enthusiast—though nor a pilot—was
William Gibbs McAdoo. Well established as an industrial¬
ist, McAdoo had been Woodrow Wilson's Secretary of the
Treasury, boss of the railways during World War I, and a
leading candidate for the Democratic nomination for the
Presidency. In 1929, as a corporation lawyer with offices
in both Los Angeles and Washington, the sixty-five-year-
old McAdoo purchased a Lockheed Vega for his personal
transportation. He remarked wryly that it was "faster to
go to Washington by plane than by way of the Electoral
College."
Equipped with desk, r/PewrireT and chemical toilet,
McAdoo's Vega was one of the special Executive models,
and was named The Blue Streak His pilot was Army-
trained Harry Ashe, a safe and sane flyer who in three
years transported the lawyer-politician over 140,000
miles. In October 1930 the Srreak carried Ashe, McAdoo,
and a secretary from coast to coast in 16 hours and 11
minutes—an unofficial record.
Another prominent, bur more controversial, Lockheed
owner was Dr. John R. Brinkley of Milford, Kansas, and
larer of Del Rio, Texas. Brinkley, a dapper and goateed
North Carolinian, was fabuloulsy well off as a result of his
much publicized "special operation" involving the trans¬
planting of goat glands to produce rejuvenation. He was
both denounced as a charlatan and hailed as a medical
wizard.
The owner of yachts, diamonds, Cadillacs, and the
world's most powerful radio station, Brinkley was a natu¬ Pilor Russell Thaw Crop, lefr) and Dr. Poling on rheir whirlwind rour
ral prospecr for a personal airplane to transport him in 1932, and (below) Dr. Brinkley poses with vigor galore while
between ports of his medical empire. Carl Squier, Lock- George MacDonald beams from the office.
174 REVOLUTION IN THE SKY
Margery Duranr and Ariel are greeted by British officers at Cairo in
1931, and (below) Howard Hughes, manufacturer-pilot noted for
being camera-shy, visits with airplane broker Charles H. Babb (righr)
in Glendale, California.
heed's general manager and rop salesman, journeyed
ro Milford in a renred car, hoping ro sell rhe docror on an
Orion. Brinkley nor only ordered, bur rook such a liking
ro Carl rhar he offered him a free operarion if he ever
needed ir. In rhe meanrime he insisred on sending rhe
bemused Californian back ro his horel in Kansas Ciry in o
limousine, wirh a driver ro follow behind wirh rhe renrol.
The check Squier received was like norhing rhe man
from Lockheed hod ever seen before or since: ir hod dr.
john r. drinkley in huge lerrers from corner ro corner.
When rhe new whire-and-black Orion was finished,
rhe name wos prominenr on rhe fuselage. Brinkley, flam-
boyanr for a purpose, was our for all rhe publicity mile¬
age he could run up, and rhe official name for rhe ship
was, os mighr be expecred, Docror Drinkley III.
The Kansas medico hired George A. MacDonald ro fly
rhe Orion, and prudenrly regisrered rhe ship in rhe pilor's
name in order ro avoid any unpleasanrness should rhe
plane be involved in law-suirs. MacDonald shurrled rhe
docror berween Milford and Del Rio, and ro anywhere
else in rhe counrry rhar he had a mind ro go.
The Docror Drinkley III had a 645-hp Wrighr Cyclone
engine on rhe nose, and for a period wos probably rhe
fasresr privarely owned cabin monoplane in rhe air. To
balance rhe weighr of rhe big Wrighr, MacDonald had ro
srash a couple of 100-pound sacks of sand in rhe rail.
Brinkley had enemies, and on one occasion his Orion
was cleverly saboraged in such a manner rhar rhe land¬
ing-gear lock would break when rhe plane rouched
down. Ir happened: rhe wheels folded, rhe plane bellied
in and slid ro a grinding hair. As rhe dusr serried, Mac
ducked his head and Turned ro rell rhe docror and rhree
orher porrly genrlemen ro "ger our quick."
Bur rhe narrow oval cabin was complerely empry, rhe
folding sears uprighr as Though rhey had never been
occupied. The amazed pilor rhen discovered rhar his pas¬
sengers were all garhered abour rhe cowl, wairing for
him ro ger our.
Afrer rhree years of inrensive flying Docror Drinkley III
was Traded in on one of rhe new twin-engine Lockheed
Elecrras. The Orion subsequently served rhe Spanish Loy¬
alists as a high-powered transport for military and political
personnel during rhe bloody Civil War of 1936-39.
In addition ro rhe business executives who used air¬
planes for speedy rransporrarion, there was a small and
select group of men and women who simply and un¬
abashedly flew for fun. They were "sports flyers," a rerm
rhar has gradually gone our of style and use, bur which
aprly described a person ro whom flying was as much a
sport as moror boaring or polo, and who usually had rhe
money ro indulge in ir.
A number of this group liked rhe looks of Colonel Lind¬
bergh's new low-winged Sirius, and wanted ones of rheir
own. Young Stafford L. "Casey" Lamberr of rhe Sr. Louis
pharmaceurical family was very much in rhe marker, so
 > i ^ wm*» ■ £ v ^ j£/7 W1
■
S*» 1

Despite crash of demonstrator (top), Casey Lambert bought a new

Sirius.
176 REVOLUTION IN THE SKY
-**
TO** \ • '
CRAFT
MODEL
Idenrificarion plore carried by ConrinentaI Oil's Vega rhroughour
nine ownerships until the ship was damaged beyond repair in
1954; the "194" is Lockheed factory's serial number. Plate was
stolen by the Reverend Father Doardman C. Reed.
Derroir-Lockheed senr resr pilor Herb Fahy ro Missouri wirh
a brand-new demonsrraror. On April 12, 1900, Herb rook
Lambert up and raughr him a bir of how ro handle rhe
streamlined, randem-cockpir ship. Larer in rhe day Cas¬
ey's friend Herbert Condie showed up and narurally
wanted a ride, too. Fahy was generous wirh rhe com¬
pany ship.
"Go ahead, Casey, you rake him. You can fly it just as
good as I can," said Herb.
Lambert and Condie rook rhe Sirius up, circling over Sr.
Louis. Purring her through her paces, rhey were in a shal¬
low dive ar around only 190 mph when the ailerons
began ro flap and rhe wings began ro flutter. Casey and
his friend watched numbly as both ailerons vanished and
parrs of rhe wings detached rhemselves in rhe airsrream.
There was nothing ro do bur nose rhe ship up under full
power and rake ro rhe silk. Lockheed losr a demonsrra¬
ror, one of rhe very few ro be destroyed by structural
failure.
Unfazed by rhe accident, and his sudden initiation into
rhe Carerpillar Club, Casey Lambert srill liked rhe Sirius
and quickly agreed ro buy another, provided rhe engi¬
neers installed counrer-balanced ailerons. He flew ir for
over two years wirhour any trouble, bur was of rhe per¬
sonal opinion rhar ir was "rhe mosr dangerous" aircraft
ro come our of Burbank.
The mixed reception of rhe Sirius didn't bother other
prospective buyers. H. Walter Blumenrhal ordered one
shortly afrer Lambert got his. In July 1900 freelance resr
pilor Jimmy Collins delivered rhe Sirius ro irs New York
buyer—wirh an unsuccessful try ar berrering rhe trans¬
continental record thrown in.
The Blumenrhal Sirius was a beautiful ship, painted red
wirh whire teardrop rrim. Ir was a special model called a
Sport Cabin Sirius, and had borh rhe tandem cockpits ro
rhe rear, and a small four-windowed cabin ahead. A
novice pilor, Blumenrhal actually rook flying lessons in
rhis Lockheed, considered by mosr ro be a prerry hor ship.
Blumenrhal kept rhe Sporr Sirius for rwo years before
"V
disposing of ir ro another sports flyer: Bernarr Macfadden.
Though rhe publisher finally soloed and flew small
planes, he left rhe flying of his various Lockheeds ro hired
pilors, and normally only traveled wirh rhem as a passen¬
ger. Ir is significant rhar all rhree of rhe Lockheeds in
which Macfadden flew personally were open-cockpir
jobs. The technicalities of rhe aircraft didn'r inreresr him
particularly. Whar got him was rhe joy of being up there,
masrer of his ship, wirh rhe control stick in his fist and his
head in rhe slipstream.
Another New Yorker who shared rhis passion was Re¬
ginald L. "Pete" Brooks. A mainsray of rhe exclusive Avia¬
tion Country Club on Long Island, Pere bought and flew
rhe Lockheed Air Express rhar went ro rhe Guggenheims
and then ro Dr. Daniel Poling.
There were women sports flyers, too. Amelia Earharr,
Rurh Nichols, and Laura Ingalls were all originally in rhis
class before graduating to more than amareur status.
Also prominent for a rime was Mrs. Joan Fay Shankle of
Boston, rhe first licensed woman pilor in Massachusetts.
In 1930 Mrs. Shankle bought rhe fourth Lockheed Sirius
built, and ir didn'r bother her a bir rhar irs regisrrarion
number was 13W. She and her husband, Army Air Corps
Caprain Clarence E. "Chris" Shankle, flew rhe plane on
cross-counrry journeys, and Joan participated wirh ir in
rhe 1931 National Air Races ar Cleveland.
The Shankle Sirius was usually hangared ar a privare
airstrip that served rhe couple's ranch near Tubac, Ari¬
zona There was even an aircraft and engine mechanic
hired from Lockheed living rhere ro keep rhe ship flying.
Occasionally Joan and Chris pressed rhe low-wing speed¬
ster into such lowly chores as carrying grain and feed ro
rhe ranch. Once while in flight some loose bales of hay
were sucked completely our of a loose baggage com¬
partment door, and were scattered all over rhe Arizona
landscape while rhe Shankles flew blind. Wirh rhe intro¬
duction of retracrable landing gear, Mrs. Shankle had rhe
Sirius converted ro an Alrair, and rhe Wasp engine was
supercharged for peak performance. Afrer faithfully serv¬
ing rhe lady for frequent rrips from rhe Southwest ro New
England, rhe plane was eventually acquired by Colonel
Clarence Chamberlin and named Miss Stratosphere.
As rhe Lockheed company began production of its all-
metal, twin-engine Electro model, rhe manufacture of
rhe wooden planes was gradually currailed. In 1934 San
Francisco's W.P. "Frank" Fuller of rhe Fuller Paint Com¬
pany family, purchased rhe very last Vega ro be built.
Soon rhere were second-hand planes coming on rhe
marker, and those who flew for pleasure could scour rhe
aircraft brokerage firms in search of a good used Lock¬
heed, often one rhar had had a parr in making aviation
history.
Charles H. Babb of the Grand Central Air Terminal in
Glendale, California, sold dozens of used Lockheeds in
rhe thirties and into the forties. His customers were air-

Lasr Vega was builr in 1934, went ro W. P. Fuller, next ro U5AAF as
rheir UC-101, then ro Charles Dabb for resale.
lines, foreign buyers, execurives and sports flyers. Charley
Babb probably held rirle ro more Lockheeds in his life-
rime rhan any orher man. There was seldom a monrh
bur whar rhe lisr of Babb's Bargains contained one or
more Vegas, with an occasional Sirius, Air Express, or an
Orion for sale. Depression prices for used Vegas ranged
from $9,500 for a Wasp-engine job with panrs and cowl,
ro $2,250 for a workhorse older model with a Wrighr
Whirlwind engine. Orions went for from $17,500 down
ro $10,000, depending on equipment and condition.
Broker Babb nor only sold whole airplanes, bur dealt
in componenr parts as well. His shops rebuilt and refur¬
Converred from Sirius, rhis Alrair was flown by rransarlanric flyer
Clarence Chamberlin. Name reads: miss stiwosphepe—she's the tops.
******
bished the planes as they came in, and readied them for
sale. Stored in Charley Babb's hangar was rhe wing of
rhe Blue Flash, rhe Explorer which RoyAmmel had piled
up in Panama afrer his record flighr from New York in
1930. The Explorer's wing was nearly 6 feer longer rhan
those of rhe standard Lockheed Sirius, Alrair, and Orion.
Babb also had a fuselage of one of Transcontinental &
Western Air's Orions. It seemed a perfectly natural thing
to mate rhe two into a complete airplane.
The California aircraft broker found a surprising cus¬
tomer for his bastard Orion-Explorer. Wiley Post, with his
Winnie Mae highly modified for her stratosphere flights,
needed another, reasonably priced ship for his personal
transport. He bought the hybrid plane in February 1935.
When Wiley's friend and fellow-Oklahoman Will Rog¬
ers suggested a leisurely trip around the world in reverse
of rhe famous Post speed trips, the flyer jumped at the
chance. He was weary and discouraged over rhe appar¬
ent failure of his stratosphere flying, and needed a vaca-
170 REVOLUTION IN THE SKY

rion. With rhe Winnie Mae srored in Bartlesville, in rhe plane and taxied across rhe river ro take off into
Oklahoma, rhe famed pair decided ro rake rhe newer the wind. Wiley Post rocked the Orion to get ir up on
Orion, There would be no records this rime—jusr a plea¬ step, and roared off the water in a steep climbing turn.
sure rrip up through Alaska, Siberia, Russia, and perhaps The dripping floats flashed in rhe half-light of rhe Arctic
home by way of Iceland and Greenland. Posr was far summer night.
from a rich man, and Rogers volunteered to pay rhe Only fifty feet up rhe engine stopped cold. Like a dish
expenses. pushed from rhe edge of a table, rhe plane fell off,
Will Rogers—cowboy, humorist, acror, well-loved pub¬ dragged a wing in rhe water and crashed on its back.
lic figure—had been called "America's No. 1 air passen¬ The "man with a rag on sore eye" and rhe "big man
ger," and ir was probably rrue. Will loved flying, made with boors" did nor answer when rhe seal hunters called
friends with all his pilots, boosred aviation every chance loudly. Clair Oakpena ran most of the way to Barrow
he got. No stranger to Lockheeds, by 1935 he had flown with rhe news, and an Army Signal Corps operator ra¬
over 500,000 miles in both scheduled and unscheduled dioed it to a shocked and unbelieving world. The lives of
planes, and never rook a train if he could help it. Among one of America's finest flyers and of her best-loved hu¬
his goals was gradually to become the "world's airplane morist had come ro an end in the shallow water beside
reporter": barring out his daily newspaper column, giving rhe bleak Arctic tundra.
rhe Rogers slant on things from wherever the news was In Washington rhe Smithsonian Institution had long
happening. been interested in acquiring the famous Winnie Mae for
Will and Wiley made ready for their trip. They rook rhe
Orion on a shakedown flight to Oklahoma, using rhe
fixed landing gear which came with rhe ship. This gear Joe Crosson waves ro Rogers (on wing) and Post as rhey ger ser ro
was eliminated in favor of pontoons, for much of rhe leave Fairbanks on rheir nexr-ro-lasr rakeoff. Wreck of rhe Orion-
Explorer (below): shallow warerar Walakpi, Alaska, shows why rhe
Arctic and trans-Siberian route that was to be traveled
flyers were killed insranrly.
would be over water. A big pair of Edo floats was fitted
on rhe red-painted plane at Seattle, and rhe vacationists
prepared to leave for Juneau and rhe Far North.
There had been some fears expressed about rhe safety
of rhe hybrid Orion. She had a big 550-hp Wasp engine
and a 3-bladed propeller on her nose. Lockheed engi¬
neers had refused to have anything to do with the
makeup of the plane to begin with, and of course did
nor approve of giving the half-breed rhe additional
weights of floats. Even Wiley Post himself must have
known that rhe ship was dangerously nose-heavy. Bur he
was one of rhe world's most skillful pilots, and probably
felt he had rhe ability ro handle her.
Post and Rogers left rhe States early in August. Jaunty
Will had explicit faith in his pilot. "Old Wiley will have ro
duck his head when we pass that Arctic circle," he wrote.
"We're off for somewhere in a Red Bus...."
"Somewhere" was a broad tidal river, flowing into rhe
Arctic Ocean fifteen miles south of Barrow, Alaska. On
August 15, 1935, Posr and Rogers left Fairbanks, bound
for rhe jumping-off point that in other years had wel¬
comed Wilkins, Eielson, and rhe Lindberghs.
Eskimo seal hunters near rhe native village of Walakpi
saw the "big red bird" coming winging up from rhe
south, very low. When it landed near their tents, a "man
with a rag on sore eye" and a "big man with boots"
climbed our and asked the direction of Barrow. Clair
Oakpena, spokesman for rhe hunters, pointed north
across the featureless terrain.
Post tinkered with rhe engine a few minutes while
Rogers, as might be expected, "jusr gabbed" and ex¬
changed grins with rhe Eskimos. Then rhe pair got back
 THEY ALL FLEW LOCKHEEDS
irs Narional Air Museum. When approached on rhe sub¬
ject, Post would usually say rhar.he couldn'r afford ro give
rhe ship away, any more rhan he could his auromobile.
He needed ir in his work. Even when awarded one of his
numerous medals, a gold one, Wiley remarked:
"Say, I may have ro hock rhis thing sometime ro get
gasoline."
Josh Lee, Congressman from Oklahoma, Thought that
something tangible should be given Post to show rhe
appreciation of rhe nation, and introduced a bill ro
award him $25,000 as a sort of "national gift." By a quirk
of fare this bill came up for consideration on the floor of
Congress on rhe very day that news of rhe fatal crash in
Alaska was received. By an alteration the money went
to Mrs. Mae Post, and "by arrangement" she in turn pre¬
sented the faithful Winnie Mae to rhe Smithsonian.
Paul Garber, curator of rhe Institution's Air Museum,
was sent to Bartlesville for rhe Winnie Mae. He found her
in a hangar with a black bow tied on the propeller.
Garber decided not td risk flying rhe famous plane back
to Washington, and packed and crated her in a freight
car in which he rode himself.
Later rhe Smirhsonian representative went looking for
rhe original landing gear to put with rhe white-and-blue
airplane. He had to let his boss know his wherabours
daily, and on return was called on rhe carpet:
"I want an explanation of these facetious telegrams
you've been sending me!"
Garber was surprised. What had he sent that was face¬
tious? The official tossed over a sample: am in Dallas
LOOKING FOR WINNIE MAE'S PANTS.
The Winnie Mae, still battered and grimy from Post's
stratosphere flights and rough belly-landings, hung for
over twenty years in rhe main building at the Smirhson¬
ian Institution. In recent years rhe ship has been com¬
pletely restored and repainred, and is now a major
exhibit of rhe Narional Air and Space Museum. Thousands
of visitors each year learn rhe story of rhe Winnie Mae, or
relive their air-minded youth at the sight of her—beauri-
ful, yet somehow lonely: as if waiting for Wiley ro pur his
deft touch on her controls and make her airborne once
more.
Today, two Lockheed Vegas are still flying. Robert Tay¬
lor, long-time president of rhe Antique Airplane Associa¬
tion, finally got title ro one in 1964. Ir was rhe DL-1B
Special job which a la id-off Lockheed engineer assem¬
bled from a metal fuselage and stock wooden wing in
1933. Taylor and a partner, Jack Lowe, had the bent and
rotted "remains" of rhis Vega trucked from California to
Ottumwa, Iowa, rhe base from which ir had first flown
for the Morrell meat packing company thirty years be¬
fore. After a four-year rebuild and resrorarion, beginning
in 1965, the Vega was flown intermittently by Bob Taylor.
On loan, wirh a red-paint job, ir appeared in rhe 1976
TV special "Amelia Earharr." Taylor sold rhe ship late in
179
1983 ro Tom A. Thomas of Frederick, Oklahoma. Colonel
Thomas's Mid-America Air Group uses rhe Vega for ex¬
hibit and limited flights.
David D. Jameson of Oshkosh, Wisconsin, is rhe current
owner of rhe other Vega still airworthy. A restorer and
pilot of other antique aircraft; Wacos, Monocoupes, and
a Ryan Brougham, Dave had a longtime burning desire
ro own and fly a Lockheed. He got his wish fulfilled early
in 1963.
Jameson's Vega was built back in 1929, rhe original
Executive model first owned by the Independent Oil &
Gas Company of Tulsa, Oklahoma. After being flown for
over a decade by Midwestern owners, the Lockheed
went to Mexico as an airliner toward the end of World
War II. Ir was damaged in minor accidents several rimes
bur was always repaired by competent Mexican wood¬
workers. Among other replacement parts, this first Exec¬
utive Vega got most of a new fuselage, and rhe large
rail from a later model.
Hycon Manufacturing Company of Pasadena, Califor¬
nia, returned rhe plane ro the United States in 1956.
Hycon wanted rhe predominantly wooden airplane for
geophysical exploration work, using rheir Varian Magne¬
tometer. After the tests were complete rhe old Vega
went ro a buyer in Texas, who damaged rhe ship in
landing.
At rhis point rhe giant General Electric Company
stepped in. They wanted one of rhe rare wooden birds
for a special purpose, and rhis was rhe only one avail¬
able. In conjunction wirh rhe United States Air Force, G.E.
was conducting extensive tests ro evaluate equipment
designed as countermeasures to radar. A wooden, high-
performance airplane wirh shielded engine was just
what they needed. They proceeded ro make the Vega
over to rheir requirements, using thousands of dollars ro
rebuild rhe Lockheed, whose interior was stripped ro
make room for rhe complicated USAF equipment. The
antiradar rests ran from 1957 to 1961, and rhe results are
still classified. Droning about in the high altitudes above
Schenectady and Rome, New York, as well as Dayton,
Ohio, General Electric's vintage Vega fulfilled purposes
which its designers and original builders back in Burbank
never dreamed of.
Missions complete, rhe Lockheed, painted a drab non-
merallic white, was pur up for sale. Dave Jameson
bought rhe rhirty-four-year-old airplane on the last day of
1962 after months of negotiation.
Dave's path as owner and pilot of rhe onetime first
Vega Executive was nor an easy one. When gingerly
resting rhe ship at Schenectady, before ferrying her to
Wisconsin, Jameson found the brakes weak and
crunched his prize into a snowbank alongside rhe run¬
way. The Lockheed had ro be shipped ro Oshkosh on a
truck.
Wirh landing gear, wing rip, and a main bulkhead ro
100 REVOLUTION IN THE SKY
Dave Jameson's Winnie Mae, rhe last airworthy wooden Lockheed
Vega. It's rhe same airplane pictured on page 159.
be replaced, Jomeson worked slowly and carefully, wirh
rhe assistance of especially qualified older-aircrafr me¬
chanics Presron Snyder and Hugh Ziebell. A complete
overhaul was accomplished, and it was decided to give
the ship a paint job and trim to march Wiley Post's Win¬
nie Mae as she appeared ar rhe height of her fame. Dave
even acquired rhe original registration number: 105W.
The result, after six years of rebuilding, was rhe beau¬
tiful "new" Winnie Mae. Dave Jameson toured rhe coun¬
try with her, eliciting starry eyes at every stop. Ar antique
aircraft fly-ins, whenever a judging contest was held, rhe
Vega was named Grand Champion. Now insured for
$500,000, Dave's blue-and-white dazzler is currently on
loan as an exhibit in rhe Experimental Aircraft Associa¬
tion's museum ar Oshkosh.
When these two remaining examples are gone from
the skies, rhe log books of the revolutionary early Lock¬
heed aircraft will be closed forever.
 SELECTED BIBLIOGRAPHY

Aeronaurical Chamber of Commerce of America, Inc., Aircraft Lindbergh, Anne Morrow, Hour of Gold, Hour of Lead. New York,
Year Book New York, 1926-1904. 1970.
Balchen, Bernr, Come North With Me. New York, 1958. --, North to the Orient New York, 1905.
Bennerr, D.C.T., Pathfinder. London, 1958. -ListenI The Wind. New York, 1908.
Carhcarr-Jones, Owen, Aviation Memoirs. London, 1934. Lougheed, Victor, Vehicles of the Air. Chicago, 1909.
Civil Aeronautics Board, Handbook of Airline Statistics. Washing¬ Mattern, Jimmie, Cloud Country. Chicago, 1936.
ton, 1961. Myles, Eugenie Louise, Airborne From Edmonton. Toronto, 1959.
Clarke, Basil, Atlantic Adventure. London, 1958. Nichols, Ruth, Wings for Life. Philadelphia, 1957.
Collins, Jimmy, Test Pilot. Garden City, 1905. Parsons, Bill, The Challenge of the Atlantic. Sr. Johns, Nfld., 1980.
Collinson, Clifford, and Capr. F. McDermott, Through Atlantic Post, Wiley, and Harold Gatty, Around the World in Eight Days.
Clouds. London, 1934. New York, 1931.
Corrigan, Douglas, Thar's My Story. New York, 1908. Potter, Jean, The Flying North. New York, 1947.
Davies, R.E.G., A History of the World’s Airlines. London, 1964. Reichers, Louis T,, The Flying Years. New York, 1956.
-— Airlines of the United States Since 1914. London, 1972. Reynolds, Quentin, The Amazing Mr. Doolittle. New York, 1950.
-, Airlines of Larin America Since 1919. Washington, 1984. Rosebeny, C. R, The Challenging Skies. New York, 1966.
Day, Beth, Glacier Pilot New York, 1957. Satterfield, Archie, and Lloyd Jarman, Alaska Bush Pilots in the
De La Croix, Robert, They Flew the Atlantic. Paris, 1958. Float Country. Seattle, 1969.
Earharr, Amelia, The Fun of It New York, 1902. Smith, Henry Ladd, Airways. New York, 1942.
-, Last Flight. New York, 1907. Taylor, P. G., Pacific Flight London, 1905.
Ellis, F. H. and E. M., Atlantic Air Conquest London, 1963. -, The Slsy Beyond. Boston, 1960.
Emme, Eugene M, Aeronautics & Astronautics. Washington, Thaden, Louise, High, Wide and Frightened. New York, 1908.
1961. Underwood, John, Madcaps, Millionaires and "Mose." Glendale,
Field, John C. W., Bridging the Pacific. Sutton Coldfield, England, Calif., 1984.
1951. Wilkins, Capr. George H., Flying the Arctic. New York, 1928.
Forden, Lesley, Glory Gamblers. Alameda, Calif., 1986.
Fraser, Chelsea, Heroes of the Air. New York, 1940.
French, Joseph Lewis, editor, Conquerors of the Slsy. Springfield, Also Consulted
Mass., 1902. AAHS Journal Lockheed Star
Garber, Paul E., The National Aeronaurical Collections. Washing¬ Aero Digest Los Angeles Times
ton, 1956. Air Classics Model Airplane News
Grierson, John, Sir Hubert Wilkins London, 1960. Air Progress New York Daily News
Hawks, Frank, Speed. New York, 1901. Air Travel News New York Herald Tribune
-, Once To Every Pilot. New York, 1906. Airway Age New York Times
Heinmuller, John P.V., Man's Fight To Fly. New York, 1945. American Airman Pacific Flyer
Hoagland, Roland W., editor, The Blue Book of Aviation. Los An¬ American Modeler Popular Aviation
geles, 1932. Antique Airplane News Quadrant Aerographic
Hoare, Robert J., Wings Over the Atlantic. London, 1956. Antique Airplanes San Francisco Chronicle
Jablonski, Edward, Alranric Fever. New York, 1972. Armchair Aviator Sport Aviation
Juergens, Philip L., Of Men and Stars. Burbank, Calif., Lockheed Aviation Sportsman Pilot
Aircraft Corporation, 1957-1958. Aviation Quarterly The Aeroplane
Juprner, Joseph P., U.S. Civil Aircraft, Vols 1-9. Los Angeles, 1962- Aviation Week U.S Air Services
SI. Esso Air World Western Flying
Kingsford-Smith, Sir Charles, My Flying Life. London, 1937. Flight Wings/Airpower
Larkins, William T., U.S. Navy Aircraft 1921-1941 and U.S. Marine Flying Wingspan
Corps Aircraft 1914-1959. New York, 1988. Historical Aviation Album

101
APPENDIX

102
 APPENDIX 103

in

03

lo

co
104 APPENDIX

Venturi Tube (port f starboard fusel a ge side)

C/N 15 5 r VEGA DL-1 Special , G-ABGK was built in

1^30 for LtCdr Glen Kidston of Londonr to be used
for sport and business flying. Set London-Paris
recordr 'J3l; London-Capetown speed record ''Bl-
LOCKHEED Used by Kidston estate for charter work 'J31-34 •
Vega Sole Lockheed entry in MacRobertson Racer London

to He 1 bourne ^34; crashed Aleppor Syr i a

and withdrawn- Shipped to Australia &
rebuilt for private owner- To RAAF as
A42-1 -'42-45- Scrapped ^45 after IS yr
service- Australian civilian registra-
tion was VH-U V K

-JnFlight Position
(both sides)

Yenturi (starboard)
Wings t Tail Surfaces
Yellow, Otherwise
Bare Metal

0-S. ARMY
LOCK KEEP-YIC-I7

US. ARMY
Y 1C -17
LOCKHEED- Y 1C-!7 C/N 159
A.C.3/-408
In Black- Metal fuselage
Canopy Framing Wood wing & tail
Bare Metal
S peed Vega
FASTEST USAAC AIRCRAFT OF IT'S TIME (22lmph), “NO LOADED AIRPLANE EVER FLEW SO FAR, SO
FAST”; L. A .-TOLU, KY., 1740 mi, 7hr 20mint 10 MAR 31. PILOT- IRA C. EAKER, CAPT., A.C.
# AV 240 mph, 16,000ft. — LOCKHEED DL-IB SPECIAL, 600 hp Sup WASP.
APPENDIX 105

Vega PL -1 Special

Wood Wings 4 Empennage

Metal Fuselage

For the NacRobertson Trophy attempt the

race number 3b was carried on the tail
in large black digits. Leading digit
was on the fin below and aft the Lockheed
trademarki trailing digit was on. the
rudder• Australian registration_was
carried- bJheel pants were removed and
ow pressure tires installed-

Entire A/C Painted

White -Markings
4 Trim -Black

Underwng Landing Lights

(retracted wen not in use)
106 APPENDIX

BLACK
LOCKHEED
ON SILVER
Air Express ARROW

-BLACK ON SILVER WINGS

C/N 5 SAME AIRPLANE AS TEXACO 5 IN ORIGINAL CONFIGURATION. REGISTRATION

Apr'28 AT THIS TIME WAS 4897.
FUSELAGE AND LANDING GEAR MED. RED. WINGS AND TAIL SILVER.

Afl[R EXPRESS NODEE silver,thin black outline

Q.OCDOCWEEQT DARK RED STAR,GOLD LETTERING

AND VEGA SYMBOL

BLACK 7955

C/N EX-2, Nov’28

INDIVIDUAL SILVER,THIN BLACK OUTLINE (rebuj|t %5)
STACKS

OIL
COOLER SAME AIRPLANE AS ABOVE REBUILT AFTER CRASH AND HAVING NEW
REGISTRATION. FUSELAGE, COWL AND GEAR MED. RED. WINGS, STRUTS
AND TAIL SILVER. REGISTRATION IN BLACK BOTTOM OF LEFT WINGLOCKHEED"
IN SOLID BLACK, SAME STYLE AS ON FUSELAGE, BOTTOM RIGHT

SILVER
CIRCULAR ^ENERALtire
OIL COOLER
BLACK
T INDUCTOR
.COMPASS
NR 3C
-

m.pi c:[ o

;o
v \ .. :
^-SILVER c/n 75, May ’29
STACKS —I
NR-3057 P8W "HORNET" ENGINE. WINGS, TAIL AND PANTS SILVER.
REST BLACK. WING REGISTRATION BLACK - BOTTOM LEFT, UPPER
RIGHT. {This aircraft later became Roscoe Turner’s
^Gilmore Lion*7-}
 APPENDIX 167

LOCKHEED Air Express C/N EX-2

Model 3

LEFT ONLY

WHITE, LOWER LEFT,

UPPER RIGHT—^

WHITE,
DOTTED LINES
INDICATE SIZE
SCALE ft PLACEMENT

-tin it ^ s relatively short life Texaco 5 had each style of

exhaust system used with the Wasp engine-}
100 APPENDIX

LOCKHEED Aitair

©
 APPENDIX 109

BLUE^WHITE7 RED;
LOCKHEED Altair
Personal transport XRO-1 9054
Asst Sec Nav(Aer)
DAVID S. /—WHITE TRIM STRIPE:
INGALLS

P i lot
Lt R.B.PIRIE, USN
U.s. NAVY UNDER WINGS-BLACK
NAT. INSIGNIA AS PER YIC-23 C/N 179
Wright Cyclone
NAVY BLUE FUSELAGE, WHITE WINGS
625 hp 6 HORIZONTAL TAIL. Model DL-2A

YELLOW OR LT BLUE
Y1C-25 AC 32-393
© Pilot IRA C. EAKER, Capt. AC
BAGGAGE NUMBER 8 FIN,
DK. BLUE
DK BLUE

■ ■ ‘ ■ '^T

r. ' t' >\ >t r .* •/’ •• /-i '• /*. \< jJ-'X t . .• ;T, vrr,.
—-
TT

OVERALL GLOSS YELLOW EXCEPT AS INDICATED

Sole example Model 8A
square cut WING REGISTRATION-DK. BLUE
Prototype (ex Sirius) in factory colors fortrans-US try *
wheel well
covers & '31NAR (Bendix4th, Thompson 5th); to US A AC same
*No airplane ever flew colors as YIC-23.
so far so fast before.
Burbank-Columbus 9hr4Qmin.

C/N 213
Model 8F
YELLOW, RED COWL 8 TRIM (LETTERS) Last regular

Destroyed at Haneda (Tokyo) 0 12 3 4’

* Controllable Prop by USAAF bombs, late '44. I I I I .J aircra,t(34>
190 APPENDIX

{Earth inductor compass removed.

LOCKHEED Sirius Replaced by more modern navaids-l

Final configuration, Lindbergh Sirius. The long chord

cowling covers a 71D HP Cyclone; Hamilton controllable

dayglo. Name, ^TINGNISSARTOcJ^r painted in irregular

letters on both sides r probably white- Floats and
struts anodized metal- Registration gloss black.

C/N ILL SIRIUS flAi NR-115-W, built for trans-At 1 ant i c flight New York to
Hungary■ Accomplished via Harbour Grace, NF in July ^31- Pilots were
Alexander flagyar and George Endres- Crashed, burned at Rome, Italy, flay ^ 33 .
 APPENDIX 191

LOCKHEED Sirius
 192
APPENDIX

SAME COLOR SCHEME AS ORIGINAL

‘Add Venturis here,both sides
APPENDIX
193
194 APPENDIX

(WHITE) (WHITE)
GUN SIGHT FOR
AIMING CAMERA
WINDOW FRAMES
(WHITE) OUTLINED WHITE

MARIA
BIRD -

v (WHITE)
NC-799W ORION 9D-2
DETROIT NEWS "EARLYBIRD'
BASE COLOR-REO LOCKHEED T.M. CAMERA PLANE
TRIM 8 LETTERING-WHITE PILOT- JAMES V. PIERSOL

o s 10
1 I ,i i i—I -_I

OVERALL -VERY PALE OLIVE DRAB V

NATIONAL INSIGNIA-4 POSITIONS, DARK BLUE a WHITE USAAF UC-05 (Ex Detroit News"EarlyBird")
PILOT-COL. PAUL MANT?
THIS PLANE NICKNAMED "SCUTTLEBUT" HOWEVER, MARCH FIELD, CAL 1942-44
THERE IS NO EVIDENCE OF NAME BEING PAINTED ON.
 LOCKHEED Orion
APPENDIX

ffAtun/
195
196 APPENDIX

LENGTH 28'H"
LOCKHEED Orion WHITE
"SWISS air,k
GREEN TINT ( WINDOWS NOT
OUTLINED)

(LOW

Ph-S
<n x —
o •
— K
QL
»

WHITE (CH)

(SAME
DESIGN ON
v WINGS)
LOCKHEED WHITE l£B LOWER LEFT, UPPER RIGHT WINGS
T.M. WHITE (CH) " RIGHT, " LEFT
BASE COLOR-DEEP RED
TRIM ft LETTERING-WHITE
C/N 190*
SWISSAIR ORION 9B
THERE WAS NO WHITE TRIM ON UPPER SURFACES TWO BUILT-CH-167, HB-LAH a ABOVE,1931
DUE TO THE CHANCE OF FORCED LANDING IN THE SOLD 1935 AND IN ‘36 SERVED WITH
SNOW OF THE ALP MTS. REPUBLICANS IN SPANISH CIVIL WAR

GOLD
490 HP
RED,BOTH SIDES LOCKHEED T.M. RED
PW WASP C ENGINE FUSELAGE WINDOWS
'SHELLIGHTNING OUTLINED IN RED (RED)
LENGTH 27*6"
RED, BOTH SIDES NR
— 12222

t METAL
I FUSELAGE (ONLY)
ORANGE-YELLOW '
RED BRIGHT YELLOW SHELL T.M.
THIN REDOUTLINE ON COWL a TAIL WITH RED
LETTERING a DEEP ORANGE
RED DETAIL
NC-12222
ORION 9C SPECIAL
THIS PLANE FLOWN IN SHELL OIL CO. "SHELLIGHTNING"
1938 a 39 BENDIX RACES ** C/N 180 ALTAIR/ORION (ORIGINALLY, THE
BY PAUL MANTZ. IT IS ON FUSELAGE WAS BUILT FOR AN ALTAIR)
DISPLAY AT TALLMANTZ PILOT-JIMMY DOOLITTLE 1932
MUSEUM AND IS ONLY ORION LEFT.
REFERENCES:
** 650hp *HB-LAJ (& H)
WRIGHT Journal of the American Aviation Historical Soci¬ WERE FIRST U.S.
ety, Vol 1 No 1, Spring 1H5L, VA Survey of Lock¬
CYCLONE.
heed Orion History^, Chalmers A. Johnson- AIRLINERS SOLD
BUMPED Air Classics, Summer L4, Issue 2 - Photo of Ta 1 1 — IN EUROPE, SET
COWLING. mantz Orion in spurious American Airways markings
MANY RECORDS,
This is NC-12222, the former °She I I i ghtn i ng'7, 1 a-
ter raced by Paul ilantz- The sole metal fuselage INSPIRED He-70,
Orion, it is changed from normal appearance by
ETC. TO SPAIN
racing fairings, various landing gear parts miss¬
ing, wrong cowling, etc■ (REP AF) '36.
Air Progress, Aug-Sep L3, vSixty Best Commercial
Airplanes^, Peter PI. Bower's •
(Above) The Swiss Air Transport Museum restored and painted c/n
180 to look just like c/n 189 did when Swissair flew it

(Below) A closer look at the Hungarian coat of arms on the rail of

Justice for Hungary (see scale drawing on page 190).

jOxsML
 BUILDING THE LOCKHEEDS
Since rhis book is about individual airplanes and rheir achieve¬
ments ar the hands of rhe men and women who flew rhem, a
cerroin amount of data concerning rheir builders, designers, and
manufacturing processes was presented in only general terms in
rhe main body of rheir story. Such information is presented in
capsule form below so that rhe simultaneous making of aviation
history by Lockheed airplanes may be better undercrood and
appreciated.
THE MANUFACTURERS
The Lockheed company went through a number of corporate
changes in its half century of growth from producer of a single
home-built airplane to today's industrial giant. They are:
1912—10: Alco Hydro-Aeroplane Company of San Fran
cisco, formed to finance rhe building of rhe Loughead brothers'
first creation, rhe Model G. Principal investor was Max Mamlock,
head of rhe Alco Cob Company.
1916—21: Loughead Aircraft Manufacturing Company of
Sanra Barbara, Calif. Burton R. Rodman, president; Allan H.
Loughead, vice president; Malcolm Loughead, secretary-trea¬
surer; Anthony Sradlman, factory superintendent; John K. North¬
rop, engineer. This company built rhe F-1 Flying Boar, two
Curtiss H52Ls for rhe U.S. Navy, and rhe S-1 Sport Biplane. It was
liquidated in 1921.
1926—29: Lockheed Aircraft Company of Los Angeles (a
First Detroit-built metal Vega was flown by both Lindbergh and
Earhart, leased and finally sold to Transcontinental & Western Air
190
Nevada corporation formed 12/10/26). Fred E. Keeler, presi¬
dent; Allan H. Loughead, vice president and general manager,-
Ben S. Hunter, executive vice president; W. Kenneth Jay, secre¬
tary-treasurer,- John K. Northrop, chief engineer,- Anthony Sradl¬
man, factory superintendent.
Built prototype Vega and four others in small factory in Hol¬
lywood, then moved 3/28 to Burbank, Calif. Brought our rhe
Air Express (1928) and Explorer (1929). Jay and Northrop left
company in 6/28, succeeded by Whitley C. Collins and Gerard
F. Vulree. Approximately 77 airplanes completed or under con¬
struction by rhis management up to 7/29. Complete change of
officers ar that time except for chief engineer Vulree.
1929—01: Lockheed Aircraft Corporation, Burbank, Calif, a
Division of Detroit Aircraft Corporation, Detroit (commonly
called "Detroit-Lockheed"). Edward S. Evans, president; Carl B,
Frirsche, vice president; James Work, general manager. After
negotiations beginning in April, rhe Detroit combine, both a
holding and manufacturing concern, acquired 87 percent of
rhe assets of Lockheed in July 1929.
Detroit (DAC) set up Lockheed Aircraft Corp. (LAC) as a divi¬
sion. Carl B. Squier was appointed general manager, and sent
to Burbank, succeeding rhe former officers. Approximately 90
airplanes built under rhis management, including 11 with Dur¬
alumin fuselages assembled in Detroit. Brought our rhe Sirius
(1929). Chief engineer Vulree succeeded by Richard A Von
Hoke early 1930. Brought our rhe Alrair (1930) and rhe Orion
(1931). From rhe Detroit shops came rhe XP-900 (Army YP-24)
(1931). Both DAC and its LAC Division went into receivership
10/31. Detroit Aircraft Corp.'s assets were subsequently liqui¬
dated.
 APPENDIX
1901 —02: Title Insurance & Trust Company of Los Angeles,
Receivers for Lockheed Aircraft Corporarion, Burbank. Carl B.
Squier continued as general rrTanager during receivership,
which lasted from 10/27/01 to 6/16/02. Small skeleton crew
built four airplanes during this period. The company's assets
were purchased 6/02 for $40,000 through the efforts of invest¬
ment broker Robert E. Gross. Capital for the purchase was sup¬
plied by Walter T. Varney, Mr. and Mrs. Cyril Chappeller,
Jacqueline 5. Walker, and Thomas Fortune Ryan III.
Since 1902: Lockheed Aircraft Corporation of Burbank, Calif
(a California corporarion formed 6/21/02). Lloyd C. Srearman,
president and general manager,- Carl B. Squier, vice president
and sales manager; Robert E. Gross, treasurer,- Cyril Chappeller,
secretary,- Richard A. Von Hake, chief engineer,- Hall L. Hibbard,
assistant chief engineer. The new company concentrated on
repair jobs and conversions of existing Lockheed aircraft, while
planning and building a new transport, the Electro. Walter T.
Varney soon sold our his interest to engage in new airline
ventures, and Thomas F. Ryan rook similar action later. In 1900
Hall Hibbard became vice president and chief engineer; Courr-
landr S. Gross joined the firm as assistant treasurer; and from
Michigan came Clarence L. Johnson as a flight rest engineer.
The new Electro was test-flown on 2/20/04, and after its in¬
troduction all efforts were placed on production of all-metal,
twin-engined aircraft. Twenty-three of the "old" single-engine
Lockheeds were built between 1902 and 1907 by the new
management, completing the series. Lloyd Srearman resigned
as president 12/04, to be succeeded by Robert E. Gross, who
was to head the company for over a quarter of a century. Gross
died in 1961.
The Electro series of the 1900s established a worldwide rep¬
utation for Lockheed as a manufacturer of airliners. An order
from abroad in 1908 brought about warplane configuration of
the then-current type, the Lodestar, As "Hudsons," 0,000
bombers went winging from Burbank to Britain to face the
Nazi onslaughts during WW II. With entry of the United States
into the war, some 16,000 more military aircraft poured from
Lockheed plants, among them the P-08s, the highly maneu¬
verable Lightning fighters that served on all fronts.
From the Gross-directed Lockheed Aircraft Corp. next came
the P-80 Shooting Star, the first jet aircraft to be made opera¬
tional with the Air Force, and forerunner of an improving series
of over 8,000 that served through the Korean War with distinc¬
tion. For the Navy, the company produced over 1,000 patrol
bombers and antisubmarine warfare planes, ranging from the
P-2 Neptune to the new P-3A, which bears a proud old Lock¬
heed name: Orion.
In the postwar commercial field, luxurious four-engined Lock¬
heed Constellations set new standards and schedules on the
world's airlines, to be followed by the prop-jet Electro transport,
and the Jersrar for executive flying.
Today Lockheed has diversified its interests and grown in a
number of directions. The company's C-130 Hercules family of
troop-cargo transports can carry unbelievable loads to far
places. Lockheed's 1500-mph F-104 Srarfighrer was the bul¬
wark of Western Defense, and its components were produced
in seven nations. Equally famed are the U-2 high altitude and
reconnaissance aircraft. Lockheed divisions build the Polaris
fleer ballistic missile for the Navy, the Agena space vehicle,
rocker escape systems for Mercury and Apollo, and rocker mo¬
tors for the Army's Mauler. Other branches are engaged in ship¬
building and heavy construction, development of the Aerogyro
rigid rotary-wing aircraft, and the carrying our of important sci¬
entific research programs in space travel, communications, and
oceanography.
199
THE ENGINEERS
Many men contributed to the design and construction of the
early Lockheed airplanes. Among them were:
Allan Haines Loughead (Lockheed). Born Niles, Calif,
1/20/89. A self-taught mechanic and engineer. With brother
Malcolm designed a 3-place tractor seaplane, built it, and flew
it from San Francisco harbor 6/15/13. The brothers established
the Loughead Aircraft Manufacturing Co. (q.v.) and built the
F-1 Flying Boar, 2 Curtiss seaplanes, and the S-1 Sport Biplane.
With Malcolm, John K. Northrop, and Anthony Sradlman, Allan
devised the Lockheed process for making monocoque fuse¬
lages. With Northrop and others founded the Lockheed Aircraft
Co. (q.v). Contributed much to design and construction of the
original Vega and, as general manager, supervised company
affairs 1927-29. Withdrew from the company in 7/29 on pur¬
chase by Detroit Aircraft Corp. interests.
As president of Loughead Brothers Aircraft Corp., Ltd., of Glen¬
dale, Calif. (1930-34), Allan designed the 5-place Olympic (or
Alcor) Duo-Four, a high-wing monoplane with rwin Menasco
C4 125-hp engines, mounted side by side on the nose. In 1934
he finally changed his name to Lockheed. A new company,
Alcor Aircraft Corp. of San Francisco (1937-39), saw Lockheed
building the Alcor C-6-1 Jr. Transport, a low-wing 8-place job
with engines mounted similarly to those of the Duo-Four. Only
one of each of these experimental airplanes were built. During
WW II, he was associated with firms in Grand Rapids, Mich., that
manufactured aircraft parts, and later engaged in Southern
California real estate. Semiretired, he lived in Tucson, Ariz., until
his death in 1969.
John Knudsen Northrop. Born, Newark, N.J., 11/10/95. Famil¬
iarly called "Jack." Son of a contractor in Santa Barbara, Calif.;
worked as garage mechanic and architectural draftsman; en¬
gineering training largely self-taught. Worked with Loughead
brothers and designed wings of their F-1 Flying Boar (1916-
17). With Allan and Malcolm Loughead and Anthony Sradl¬
man, devised the Lockheed process of forming monocoque
fuselages, and developed the S-1 Sport Biplane.
With Douglas Aircraft (1923-26), and then with Lockheed
Aircraft Co. (q.v.) as chief engineer. Designed and built the first
Lockheed Vegas, the Air Express, and began work on low-wing
model, oriqinally planned as a seaplane. Resigned from Lock¬
heed 6/28.
With ex-Lockheed treasurer W. Kenneth Jay formed Avion
Corp. of Glendale, Calif., later the Northrop Aircraft Corp. divi¬
sion of United Aircraft & Transport Corp., and still later the North¬
rop Corp., a subsidiary of Douglas Aircraft Co., Inglewood, Calif.
(1929-37). Chief engineer for these companies, during which
rime he developed a series of low-wing, all-metal transport
aircraft, the Northrop Alpha-Delta series, which somewhat re¬
sembled, and were in airline competition with, the Lockheed
Orion. Cofounder (1939), president and director of engineering
of present-day Northrop Aircraft, Inc. Retired (1952) to engage
in consulting work from his home in Santa Barbara, Calif., until
his death in 1981.
Anthony Sfadlman. Born Kourim, Czechoslovakia, 1/12/86. Ed¬
ucated in Prague,- an early designer, builder and pilot of air¬
craft. Associated with small early aircraft firms in Illinois and
Michigan (1911-18), experiments with seaplanes in Wisconsin.
Became plant superintendent for Loughead Aircraft Manufac¬
turing Co. (q.v.). With Allan and Malcolm Loughead and John
K. Northrop, devised the Lockheed process of forming mono¬
coque fuselages. Superintendent of construction for Lockheed
Aircraft Co. (q.v.). Later an aeronautical engineer and consul¬
tant in San Francisco, where he died at 96,
200 APPENDIX

July 19, 1932. g. vultee 1,867,786

RETRACTABLE LANDING GEAR

Filed July 28. 1930 3 Sheets-Sheet 1

Retractable landing gear parent issued ro Gerard Vulree, used on

Lockheed Alrairs and Orions.
 APPENDIX
Gerard F. Vultee. Dorn in California in 1900. Nicknamed and
usually called "Jerry," his name often appears as "Gerald."
Attended California Institute of Technology (1921-20), where
he studied some of the first courses offered in aeronautical
engineering. Worked for Douglas Aircraft (1926) and came ro
Lockheed in 1928 as assistant to John K. Northrop. First job
there was to check Northrop's stress analysis of the Vega and
Air Express. Became chief engineer of Lockheed on Northrop's
departure 6/28. Directed the application of the low-drag NACA
engine cowling in its first commercial use; on the original (re¬
built) Air Express (1928-29). Developed low-wing design
begun by Northrop to produce the Explorer and the Sirius, the
latter along specifications laid our for requirements of Col.
Charles A. Lindbergh.
Left Lockheed early 1930 ro supervise drafting and engi¬
neering courses at Curriss-Wrighr Technical Institute in Los An¬
geles, and briefly served as chief engineer for Emsco Aircraft
Corp. of Downey, Calif. Vulree's design for a 10-passenger sin¬
gle-engine transport accepted and built by Airplane Develop¬
ment Corp. of Glendale, Calif. (1932), with which Vultee
became associated. Firm later called the Vultee Aircraft Division
of Aviation Manufacturing Corp., building arrack bombers and
trainers. Vultee, who finally learned ro fly, was killed with his
wife, Sylvia, in a private plane accident near Sedona, Ariz.,
1/29/38. Company continued as Vultee Aircraft Corp., and is
Carl D. Squier (left, rear) and Richard A. Von Ha he.
201
now recognizable as the "V" in the Convair Division of General
Dynamics Corp.
Richard A. Von Hake. Came ro Lockheed Aircraft in 1929 as
a draftsman and assistant to Jerry Vultee. A rare combination
of pilot, engineer, and business manager, Von Flake worked
on the Explorer and Sirius with Vultee, and became chief engi¬
neer of the company early in 1930 when Vultee resigned. Fie
was kept at work during Depression-ridden "Detroit Aircraft
days" at Lockheed, and worked on the development of fully
retractable landing gear in converting the Sirius ro the Alrair.
Also responsible for the Orion, plus many repair and modifica¬
tion jobs.
During a lay-off period in 1933, while the newly reorganized
company got going, Von Hake bought the components and
assembled a metal Vega on his own, using a small crew. Ike-
hired by the new Lockheed management (q.v.), he was factory
superintendent 1933-C.40.
The work of both Vultee and Von Hake was supplemented
by project engineers James Gerschler and Richard W. Pal¬
mer.
Jimmy Gerschler, who came ro Lockheed as a draftsman in
1928, was closely associated with all the early developments
in Burbank. He analyzed and approved many standard Lock¬
heed models, and contributed special modifications such as
the design of the dropable landing gear for Wiley Post's UAnnie
Mae.
Dick Palmer was a Vultee associate who worked our the
mechanics of the Lockheed fully retractable landing gear, and
later that which operated hydraulically. After leaving the com¬
pany, he designed a record-breaking racer for Howard Hughes,
and trainers and warplanes as chief engineer of Vultee Aircraft
Corp.
Working independently in Detroit was Robert J. Woods,
who engineered the Detroit-Lockheed XP-900 fighter for Army
evaluation. Woods was later a project engineer for Consoli¬
dated Aircraft, and became chief engineer of Bell Aircraft Corp.,
Buffalo, N.Y.
With Lockheed's new owners in 1932 came Lloyd C. Steor-
man (1898-1975), already a famous name in aviation. As
president and general manager of the reorganized company
he planned a design for a single-engine, 10-passenger, all-
metal transport, bur it was shelved in favor of the twin-engined
Electro. Srearman's capable assistant, Hall L. Hibbard, suc¬
ceeded Von Hake as chief engineer of Lockheed in 1933.
Also connected with the engineering and many modifica¬
tions of the final Vegas and Orions to come off the production
line were George H. Prudden, famed for his design work on
early all-metal aircraft, and Clarence L. "Kelly" Johnson, who
first flew with Wiley Post and Kingsford-Smith in 1933 as a
young flight-test engineer,
THE PROCESS
Lockheed's wooden monocoque fuselage construction was of
particular importance as a practical demonstration that a
stressed-skin structure allows the same interior height and
breadth of fuselage at a 35 percent saving of the cross-sectional
area, while reducing drag and saving much weight and ma¬
terial. The ideal streamlined shape of the wooden Lockheed
set a fashion for this general-purpose type of plane, and both
inspired and influenced a worldwide development in the de¬
sign of later, larger, all-metal rranports.
The monocoque (French for "single shell") fuselage as first
devised consisted of a perfectly uniform rube of plywood: stiff,
strong, fish-shaped in contour, with transverse diaphragms or
202
Single-shell fuselage in rhe making: nore cover for monocoque
mold and (left) half-shell drying.
bulkheads spaced ar intervals to hold rhe plywood skin rigidly
in place. Building up rhree-plys of such a structure on a form
with each thin piece individually glued and racked in place
was an expensive and laborious process, and rhe result was
often warped and unstuck in spots before completion. Only a
very few early aircraft were constructed in this manner.
The Lockheed process was devised in 1918 for building rhe
fuselage of rhe little 5-1 Sport Biplane ar Santa Barbara, Calif. It
was rhe joint development of ideas and practical application
pur foiward by Malcolm Loughead, Allan Loughead, John K.
Northrop, and Anthony Sradlman. The four men received exclu¬
sive parent rights for its use.
The inventors first made a wooden pattern in rhe dimensions
of one half a fuselage, suspended it with rhe curved surface
downward in a long box, and filled rhe spaces between with
a good grade of reinforced concrete. The resulting mold resem¬
bled a long bathtub of rapering depth. Over rhe concrete mold
was hung a wooden cover, to rhe underside of which was'
APPENDIX
1
E-Tu
L.m,- |
attached a long, inflatable-rubber bag marched to rhe depres¬
sion in rhe mold.
Only rhe best-sliced, vertical-grain spruce veneer was used in
making Lockheed fuselages, rhe three thicknesses of rhe com¬
pleted skin totaling between 5/32" and 3/16" in all. The inner
and outer layers, about 1/24'' thick, ran longitudinally from
nose to rail, while rhe center ply was 1/16" spruce with rhe
grain ar right angles to rhe other two layers. The gore-shaped
longitudinal strips tapered from approximately 1" wide ar rhe
ends to 6" ar rhe center. They were first stacked in bundles of
thirty and cur to rhe required shape. Next they were mocked
up on a fuselage framework with a few racks, and jointed with
strips of paper rape in their proper relation,- then they were
stacked like folding screens until rime for use.
The middle layer of short plywood strips running in rhe other
direction was also laid up over rhe wooden form, with its stub
ends attached all rhe way around to a 2 x 3 band of lami¬
nated spruce called the "transfer ring."
When a fuselage was to be made, everybody in rhe shop
was called in and armed with a brush and a pot of casein glue.
The outer layer of plywood stripping was placed in rhe mold,
and rhe inner surface liberally sloshed with glue. Ar rhe same
rime the middle layer was coated on rhe outside, and picked
 APPENDIX
up as q unir by means of rhe Transfer ring ro be placed inside
rhe firsr. The second layer was in rurn coared, and rhen rhe last
layer placed inside rhe orher two. ftexr, rhe cover was lowered
and bolred down by means of "I" beams and bolrs ser in rhe
concrere, and air pressure applied ro rhe inflarable rubber bag.
Expanded, ir nearly filled rhe space between rhe cover and rhe
plywood shells.
Wirh ample manpower, rhis procedure rook only abour
twenty minures from rhe firsr vigorous applicarion of glue unril
Fuselage framework being readied for applicarion of finished half¬
shells.
203
rhe whole shell was under pressure ar 15 ro 20 pounds per
square inch, or 150 rons over rhe whole half-fuselage. The shell
remained under rhis uniform pressure in rhe concrere mold for
twenty-four hours (larer reduced ro eighr), and was rhen placed
on a drying rack for removal of any excess moisrure. All rhe
wooden Lockheeds were manufacrured using 10-ro-30-ron
concrere molds of rhis type, and rhe process was employed
successively ar rhe planrs in Sanra Barbara, Hollywood, and
Burbank.
The skelron framework ro which rhe fuselage half-shells
were joined consisted of elliprical, laminated spruce rings, rang¬
ing from 0" square ar rhe bulkheads where wing and landing
gear would be arrached, ro only %" square, back near rhe rail.
The Lockheed labor force would again be called in for rhe
Fining plywood halves ro fuselage rib cages.

Wing skeleton.
 APPENDIX 205

Solid, one-piece spars and wooden wings raise shape.

Final assembly line, with engine abour ro go on an Orion.

206 APPENDIX

rocking session—using barbed, cemenr-coared brass nails—ro

assemble rhe fuselages.
Curring our windows from rhe finished fuselage was a simple
procedure, and rhe piece removed for rhe door opening was
made inro rhe door irself. The ourer surface of rhe shell srrucrure
was carefully sealed, sanded complerely smoorh, and rreared
wirh rwo coars of sand surfacer before being painred wirh final
coars of shiny lacquer.
Two dozen of rhe earliesr Lockheeds were finished wirh only
rhe bare wood surface for a base. Then ir was decided ro apply
a fabric covering over all, and heavy sheers of unbleached
muslin were srrerched our and evenly bonded ro rhe wooden
fuselage's oval surface. These were lacquered ro an even
higher gloss, and provided a srronger and smoorher exrerior.
Several complere half-shells were always kepr in srock ar rhe
facrory, even long afrer producrion of wooden airplanes had
come ro an end. They could be used for borh major and minor
repairs ro a damaged fuselage. Fora small hole, rhe repairman
simply removed rhe plywood secrion between bulkheads, and
carefully spliced in a new secrion.
The original Burbank facrory was fronred by an office in an
old ranch house, wirh room for rhe engineers' drafring rabies
in irs former kirchen. The planr irself covered only 23,000 feer
of floor space, wirh mill and glue rooms, an assembly secrion,
a meral firrings deparrmenr, machine shop, sheer meral de-
parrmenr, and small lumber sheds. Wings were firsr insralled
on rhe field behind rhe facrory. Larer, rwo hangars were
erected ro serve for final assembly, painring, and storage.
The thick, bur graceful, cantilever wings were constructed
wirh long spars and covered wirh sheers of rhin spruce plywood
veneer. Their reinforced ribs used a modified stiffening truss
based loosely on rhe Prarr parent design. Ir usually rook ren of
rhe factory's ace "wood butchers'' a week ro assemble a wing
from precur srock parts. A mutt named "Conracr" was a longtime factory mascor.
The meral-firrings deparrmenr fashioned items like Lockheed
landing gears and rail skids, and rhe welded sreel rubing for
rhe motor mounrs rhar exrended forward from rhe lasr bulk¬
head ar rhe nose of rhe airplanes.
 SUPPLEMENT A

INDIVIDUAL HISTORIES OF ALL SINGLE-ENGINE LOCKHEEDS

C/n 1-214

Note: There ore 217 accountable c/ns—1-214, plus the NR or R = Restricted

special c/ns EX-2 and 619, and rhe XP-900 with no c/n. NXorX = Experimental
N = since 1948
KEY Mfg = Dare given by manufacturer as to: when aircraft was
Registered owners are in capirals-and-small-capirals. Obvious completed; or dare of delivery; or dare of first flight;
middlemen, dealers, short-term operators, etc., where nor im¬ or approximation of any of these.
portant, hove been omitted. Formal names given planes are Eng = Type and serial number of original engine installed.
in italics (as Winnie Mae, etc.). Manufacturers abbreviated as:
C/n = Serial number given by manufacturer (from rhe Brit¬ WW = Wright Whirlwind
ish "constructor's number," used internationally). P&W = Pratt & Whitney
Type = Designation given by manufacturer (as Vega, Orion, WC = Wright Cyclone
etc.). ATC = Approved Type Certificate with number, awarded
Model = Number, or number-and-letter symbol, assigned by after testing by rhe U.S. Department of Commerce.
rhe manufacturer to a modification of a given type Special jobs were covered by ATC Memos.
(asAlrair8D, etc.).
DL = Metal fuselage (from "Detroit-Lockheed," Other abbreviations:
which as used in Model designation indicates Acc = Accident
combination of a Duralumin fuselage made CAA = Civil Aeronautics Authority; irs predecessor, rhe Bu¬
by Detroit Aircraft Corp. with a wing made by reau of Air Commerce; or its successor, rhe Federal
Lockheed Aircraft Corp., Burbank, Calif., a Di¬ Aviation Agency.
vision of Detroit Aircraft Corp.). DAC = Detroit Aircraft Corp., Detroit (1929-31)
Reg = Registration (/.e,, license) number assigned aircraft LAC = Lockheed Aircraft Corp., Burbank, Calif.
by rhe U.S. Bureau of Commerce (later Civil Aero¬ L/g = Landing gear
nautics Authority), or by rhe corresponding agency NAR = National Air Races
of another government. U.S. prefixes: P = Place (as 5P, meaning a 5-place ship)
None = very early usage, or Temporary Ptd = Distinctive coloKs), etc.
NC or C = Commercial T/o = Takeoff

On 1 On 2 First Lockheed demonstrator; flown by

Type Vega Type Explorer LAC rest pilots 1927-28. Ferried by R. C.
Model 1 Model 4 Moffat to N.Y.C. for use of first Eastern
Reg X 2788, NX 913 (Also X 1013, Reg NR 856H distributor for LAC, Air Associates, Inc.,
2779 & 2804—nor applied) Mfg 6/18/29 Roosevelt Field, N.Y. Sold to Bernarr
Mfg 2/1 to 6/15/27 Eng P&W Wasp #1555 Macfadden, N.Y.C. (1928-29), cost
Eng WW J5 #7550 ATC none $19,400, Used by reporter Zoe Beckley
ATC None flight N.Y.C.-Mexico City 8/28 to inter¬
Started 1927 with fuselage for low-wing
view Pres. Plurarco Calles; nonstop L.A.-
First Lockheed Vega. Built in Hollywood. job; planned 1928 as a single-float, re¬
N.Y.C. attempt 3/29. Wrecked r/o Belle,
First application for experimental license tractable outrigger-pontoon seaplane for
Mo., 3/29/29.
5/9/27. First rest flight by Edward Bel- possible use by Sir Hubert Wilkins. Com¬
lande 7/4/27. Sold to George Hearst, San pleted as low-wing monoplane with
On 4
Francisco (1927), as an entry in rhe Dole wheels for A. Harold Bromley, Tacoma
Race from Oakland to Hawaii. Prd or¬ (1929), to be used Tacoma-Tokyo flight; Type Vega
ange, red trim,- named Golden Eagle. ptd orange; named dry of Tacoma. Model 1
Took off Oakland 8/16/27, with John W. Badly damaged r/o acc Tacoma 7/28/29. Reg X 3903, R-48 (Argentina)
Salvageable portions returned to LAC, re¬ Mfg 1/9/28
Frost, pilot, and Gordon Scott, navigator.
built using old reg, new c/n 116 (q.vO. Eng WW J5CAB #8160
Missing, no trace found. Wore: LAC made
regular application 5/24/27 for "4-pas¬ ATC none
senger Vega Mfg's #50." Built in Holly¬ Bought by Capt. George H. Wilkins, San
wood "about May 1, 1927, for tests and C/nO Francisco (1928-30) for 1928 Detroit
demonstrations." Temp. Lie #2779 is¬ Type Vega News—Wilkins Arctic Expedition. Special
sued 6/1/27, bur was changed to #2804 Model 1 hatch behind wing, windows in fuselage
6/2/27. In rhe confusion of early licensing Reg 3625, X 3625 bottom; ptd orange, blue trim. Flown by
procedures, five different registration Mfg 12/1/27 Lr. Carl Ben Eielson and Capt. Wilkins
numbers were apparently assigned to Eng WW J5CA #7634 from Barrow, Alaska, to Green Harbor,
Lockheed Vega c/n 1.) ATC none Spirzbergen 4/15-20/28. First trans-Arctic

207
200 APPENDIX

airplane flight; first plane to fly over Ant¬ Station, Ariz., 11/3/28. Collyer, Tucker Reg NC 7044
arctica (11/16/28). Stored outdoors at De¬ killed. Mfg 7/31/28
ception I. (South Shetland Is.) between Eng WW J5 #8952
C/n 8
Wilkins-Hearst expeditions of 1928-29 ATC 49
and 1929-30. Given to Argentine Republic Type Vega
Airliner Maddux Air Lines, Inc., Los Angeles
(1930-c. 1948); cracked up before Model 1
(1928-30); prd orange; cost $13,500.
planned exhibition tour. Left to rot away Reg 5885
During routine check at LAC engine
at Moron Airport, Buenos Aires. Mfg 6/29/28
broke off almost entirely just ahead of
Eng WW J5A #8420
cockpit; replaced overnight with dupli¬
ATC none
Gn 5 cate orange fuselage. Curtiss-Wright
Test-flown by Art Goebel. Sold to Air As¬ Flying Service, Inc., Inglewood, Calif.
Type Air Express
sociates, Inc., Roosevelt Field, N.Y. (1928-
Model 3 (1930-31); H. T. Booker, Stockton, Calif.
29); used as demonstrator. Washed our (1931-34); Loren L. Miles, Los Angeles
Reg 4897
Garden City, N.Y., 5/19/29; minor injuries
Mfg 4/12/28 (1934-35). Grand Central Charter Service,
to pilot, five passengers. Glendale, Calif. (1935-45); with WW J5
Eng P&W Wasp #272
ATC none #D9071; named Miss Pamela, later Miss
C/n 9 Patsy- used in movie Men wirh Wings. Leo
First Air Express; second Lockheed com¬
Type Vega Yoder, Los Angeles (1945-46); Sumner N.
pleted with P & W Wasp; first LAC prod¬
Model 1 Case, Kansas City (1947-49). Fletcher C.
uct flown by Col. Charles A. Lindbergh
Reg NC 6526, XA-BHG (Mexico) Handley, Kingfisher, Okla. (1949-52),
(6/28). Sold Western Air Express, Inc, Los
Mfg 7/6/28 with P&W R-985 AN-1; used to fly whis¬
Angeles (1928); badly damaged WAE
Eng WW JSC #8554 key into dry Midwestern states. Scrapped
maiden trip in landing Las Vegas 6/6/28,
ATC none 1952.
bur no injuries. Returned to LAC; on re¬
build given new reg (7955), special c/n Early airliner with Maddux Air Lines, Inc., Los
EX-2 (q.v.). Angeles (1928-29). Acc San Diego
6/22/29, Clarence Wood pilot; fuselage
Gn6 Gn 12
replaced by LAC with c/n 42 (fuselage
Type Vega only), WW J5 #9269 installed. Curtiss- Type Vega
Model 1 Wright Flying Service, Los Angeles (1929-
Model 1
Reg NC 4097 31); acc Fallon, Nev., 5/12/31. Purchased Reg 7162, C 7162, NC 7162
Mfg 2/28 "as is" by Carl B. Squier, Burbank, Calif, Mfg 8/30/28
Eng WW J5A #8272 (gen. mgr. LAC for DAO (1931 -32); con¬ Eng WW J5C #9013
ATC none verted to Model 5C under ATC 384 with ATC 49

Sold through distributor Air Associates,
Inc, of N.Y.C. to Erle P. Halliburton, Dun¬
can, Okla. (1928), who rook on LAC
agency himself. Flown in '28 Ford Reli¬
ability Air Tour, pilot Robert Cantwell.
Sold Northern Airlines, Inc. (N.D.) (later
International Airways, Inc, Minor, N.D.)
(1928-31); Dakota Air Service, Ryder, N.D.
(1931-32); Iowa Airways Corp., Fort
Dodge (1932-33); William A. Cooke,
Blue Ash, Ohio (1933-34). Paul F. Jones
& Jennings B. McJunkin, Youngstown, Ohio
(1934); washed our Youngstown, Ohio
6/24/34.
C/n 7
Type Vega
Model 5 Gn 10
Reg X 4769
Mfg 3/15/28
Eng P&W Wasp #690
ATC none
First Wasp-powered Lockheed. Sold to
Harry J. Tucker, Santa Monica, Calif.
(1928); prd white, red and blue trim;
named Yankee Doodle. Piloted by Lee
Shoenhair, Arthur Goebel, and Charles
Collyer with owner Tucker on record-
breaking flights, races. Made first nonstop
flight L.A-N.Y.C. 8/19-20/28; first air¬
plane to fly nonstop in both directions,-
first to fly nonstop coasr-ro-coasr with a
passenger. Demolished acc near Palace
P&W Wasp C #2851. Philip H. Philbin, Air
Express Corp., N.Y.C. (1932-33); modified
to 2P or 553-ib cargo ship with Hi-5peed
1/g. Acc Columbus, Ohio. c. 12/32; re¬
paired in Detroit. Capitol Airlines, Inc.
(later Capitol Speed Lines, Inc.), Sacramento
and San Bruno, Calif. (1933-34); re¬
stored to Model 5C. Varney Speed Lines, Inc.,
Burbank; Varney Speed Lines, Southwest Di¬
vision, El Paso (1934-35). Operated
briefly by Lineas Aereas Occidentales, 5.A,
Burbank (1934), with Mexican reg. Vat,
Inc, El Paso (1935-37); new fuselage,
P&W Wasp #4522 installed 11/36.
Turned on back acc El Paso 5/15/37; no
injuries. Nor repaired.
Type Vega
Model 1 Eng
Reg NC 6911
Mfg 8/19/28
Eng WW J5A #8949
ATC 49
Demonstrator for Air Associates, Inc., Roo¬
sevelt Field, N.Y. (1928-29). Owned
briefly by Amelia Earhart, N.Y.C. (1929);
turned in for c/n 36 (NC 31E). Dismantled
by LAC.
On 11
Type Vega
Model 1
Sold to Texas Pipe Line Co., Houston (1928-
30), cost $14,750; prd red, white trim;
named Texaco 2. Used by head of com¬
pany Burt E. Hull for business trips,- piloted
by Frank Hawks, Bert Pidcoke, Mart Nie-
minen, etc. Transferred to The Texas Co.,
N.Y.C. (1930-31). Overhauled by DAC
3/31. Thomas R. Navin, Chicago (1931-
32); purchased less motor, equipped
wirh speed ring half-cowl. Washed our
Chicago 2/5/32.
Gn 12D
Type Vega
Model 1
Reg NC 7425
Mfg 8/31/28
WW J5A #9033
ATC 49
Given c/n 12B instead of c/n 13 "for ob¬
vious reasons." Sold to Northern Califor¬
nia LAC distributor Chadbourne Aircraft
Sales Co., San Francisco (1928-29), cost
$12,537. Used as demonstrator,- acc Del
Paso, Calif., 5/6/29, pilot H. McM. Lemcke.
Repaired 1930. Ralph E. Morrison, San
Francisco (1930-31), Helena, Mont.
(1932-35); used for charter. With Morri¬
son made forced landing in mountains
near Fishtrap, Mont., 4/21/35. Damaged,
abandoned at sire.
 APPENDIX 209

C/n 14
Type Vega
Model 1
Reg NC 7426, NR 7426
/Wg 9/19/28
Eng WW J5AD #9106 ' Inc,
ATC 49
Airliner for Universal Air Lines, Inc, Chicago
(1928-31); cosr $14,750; Transferred ro
American Airways, Inc, Robertson, Mo.
(1931). Vance Dreese & Burke D. Adams, De¬
troit (1931). Chamberlin Flying Service, Inc,
Jersey City (later Jackson Heights, N.Y.)
(1931-36?); purchased less engine,
equipped with borrowed Packard Die¬
sel R-980 engine; converted to 7P, with
navigation hatch in wing, under CAA
Memo 2-427 of 11 /9/32; named Miss
Teoneck (unofficially called The Flying
Furnace). Established still-existing world
altitude record for diesel-powered air¬
craft (19,928 feet), Ruth Nichols pilot
2/14/32. A Paul Mantz, Burbank, Calif.
(1936); Fred O. Yeager Fetterman, Brook¬
lyn, N.Y. (1936-37). Washed our Roose¬
velt Field, N.Y, 5/15/37 ("Aircraft
unlicensed and flying in violation."—
CAA).
Finance Corp, Los Angeles (1930). Mar¬
garet Bromley (Mrs. A. Harold), Glendale,
Calif. (1931); Dr. V. S. Tisdal, Elk City, Okla.
(1931-33); Mrs. Clara A. Bradway, Okla¬
homa City (1933-34). Braniff Airways,
Oklahoma City (1934-35), who
converted ro airliner, equipped with
speed ring half-cowl. A. Paul Mantz, United
Air Services, Burbank, Calif. (1935—36),
with WW J5 #B9189. Washed our No¬
gales, Son, Mexico, 2/17/36.
On 17
Type Vega
Model 1 Mfg
Reg X 7439
Mfg 9/1/28
Eng WW J5A #9048
ATC 49
Sold ro Capt. Sir George Hubert Wilkins,
N.Y.C. (1928-30) for use in Antarctica by
Wilkins-Hearst expeditions of 1928-29
and 1929-30. First Vega ro be flown off
water, test pilot Joe Crosson, San Pedro,
Calif, 9/28. Sold ro Argentine Republic, Bue¬
nos Aires (1930-?). Reported crashed
and burned "somewhere in the pam¬
pas" early 1930s.
Lt. Col. William Thaw, Pittsburgh (1928),
cosr $30,000. Ptd purple and gold; racing
number 33; pilot John P. Morris, Pitts¬
burgh. On eve of race sold to Macfadden
Publications, Inc, N.Y.C, for $35,000;
named True Srory. Demolished acc near
Decatur, Ind, 9/13/28 during race. Thaw,
Morris injured.
On 20
Type Vega
Model 5
Reg X 7440, NC 7440
9/19/28
Eng P&W Wasp CB #853
ATC none
Sold ro Standard Oil Development Co,
N.Y.C. (division of Standard Oil of New
Jersey) (1928-29). Flown by Maj. E. E.
Aldrin of the company, taken on Euro¬
pean tour in 1929: first Lockheed air¬
plane ro fly in Europe. Traded in at LAC
on new Vega (c/n 118), and original
Wasp engine pur in latter. Reg canceled
and ship dismantled by LAC c. 12/29.

On 16 C/n 21
C/n 15
Type Vega
Type Vega
Type Vega Model 5
Model 1
Model 5
Reg X 7429, NC 7429, NR 7429
Reg X 7441
Reg NC 7427 Mfg 12/24/28
Mfg 8/27/28
Mfg 10/19/28 Eng P&W Wasp CB #928
Eng WW J5A #9139
Eng P&W Wasp B #826
ATC none
ATC 93
ATC 49
Sold to Lockheed distributor Schlee-Brock
Personal plane of Erle P. Halliburton,
Sold ro Santa AAaria Airlines, Inc, & Hancock Aircraft Corp, Detroit (1928-29); used
Duncan, Okla, and Los Angeles (1928-
Foundation College of Aeronautics, Santa as demonstrator. Washed our Chicago
31); prd yellow, named The Tester.
Maria, Calif. (1928-29) for short-line 7/25/29. Wing and engine salvaged.
Flown by Robert W. Cantwell ro win Class
charter service, instruction. Grant B.
C transcontinental air derby and Free-for-
Schley, Santa Barbara, Calif. (1930-31);
All in 1928 NAR, racing number 22. Fit¬
J. S. Wakefield, San Diego (1931); Wilson On 22
ted with NACA cowl; won Civilian Cabin
Aero Corp, Burbank, Calif. (1931-32).
Ship Race, 1929 NAR. Also used as Type Vega
Thomas Slingsby, Valley Airlines, Sacra¬ Model 5
standby airliner for Southwest Air Fast Ex¬
mento (1932-33), with WW J5 #8255. Reg NC 7952
press, Tulsa (1929-30). R. L. Robbins, Fort
N. B. Rich & R. W. Kenyon, Boston (1933- Mfg 12/4/28
Worth (1931-32); navigation hatch cur
34); Charles B. Whitehead Flying Service, Eng P&W Wasp CB #941
in fuselage ro rear of wing, WW J5 in¬
N.Y.C. (1934); Waco Sales of New York, ATC 93
stalled. Named Forr Worth, used on Sear-
Roosevelt Field, N.Y. (1934-35); East
rle-Tokyo nonstop refueling attempts Used by LAC in East as demonstrator
Carolina Airlines, Inc, Wilmington, N.C.
7/8-9/31 and 8/2-3/31 (reinstalled orig¬ (1928-29), sold to Amelia Earhart, N.Y.C.
(1935-36). Joe Lewis, Burbank (1936-
inal Wasp c. 7/15/31). W. N. Gregory Jr, (1930-33). Damaged acc Norfolk, Va,
37); used as ambulance for Aerial Hospi¬
Augusta, Ark. (1932-33), with Wasp C 9/25/30. Repaired by DAC 8-9/31, fuse¬
tal Service. Destroyed acc Santa Maria
#2869. Demolished acc Valmeyer, III, lage replaced by that of Vega c/n 68
5/26/37.
4/18/33. Pilot Gregory, four passengers (g.v), and made a Vega 5B. New Wasp
killed. #3812 installed 1932; prd deep red,
On 16
gold trim. Used by Miss Earhart for first
Type Vega C/n 19
woman's transatlantic solo flight 5/20-
Model 1 Type Vega 21/32. First woman's solo transcontinen¬
Reg NC 7428 Model (unassigned) tal nonstop flight, Los Angeles-Newark,
Mfg 9/29/28 Reg X 7430 8/32. Sold for permanent exhibition to
Eng WW J5 #9189 Mfg 9/4/28 Franklin Institute, Philadelphia (1933-66)
ATC 49 Eng P&W Horner #223 with Wasp #888. National Air and Space
Sold to Continental Air Express, Inc, Los An¬ ATC none Museum, Smithsonian Institution, Washing¬

geles (1928-30); used on Los Angeles- Bought os entry in transcontinental non¬ ton, D.C. (1966—). On prominent dis¬
San Francisco line. Repossessed by Pacific stop race to 1928 NAR or Los Angeles by play.
210 APPENDIX

Gn 23 cross-counrry flighrs. One of firsr Vegas ro Gn 27

Type Vega be firred wirh borh NACA cowl and Type Vega
Model 5 wheel panrs. Col. Arthur C. Goedel, Los Model 5
Reg NC 7953, XA-BFU (Mexico) Angeles (1930-36); modified ro IP for Reg 196E
Mfg 12/28 '30 NAR, racing number 62; NR reg; re¬ Mfg 12/11/28
Eng P&W Wasp CD #956 converted ro NC in 1934. Laura Ingalls, Eng P&W Wasp CB #1058
ATC 93 Grear Neck, N.Y. (1936-41); equipped ATC 93
wirh Wasp SCI #1533 in '41. Washed
Airliner for Universal Air Lines, Inc., Chicago One of two brand-new Vegas (c/n 27,
our Albuquerque 8/11 /41. Miss Ingalls un¬
(1929-31). Transferred to American c/n 39) destroyed by fire which swepr
hurt
Airways, Inc., Robertson, Mo. (1931); LAC renrs of Los Angeles Auro Show 3/5/29,
(1931). Draniff Airways, Inc., Oklahoma Gn 25 Recorded in name of Rule & Sons Insurance
City (1931-37); converted ro Vega 5C Corp., Los Angeles, who paid rhe claims.
Type Vega
wirh larger fin and rudder. Cracked up Sr.
Model 5
Louis 1937. Repaired and sold by Aero
Reg NC 194E
Brokerage Co., Los Angeles, ro Gordon 5.
Mfg 12/28 Gn 26
Barry, El Paso; flown on Barry's Lineas
Eng P&W Wasp CD #971 Type Vega
Aereas Mineras, S.A (LAMSA), Mazarlan,
ATC 93 Model 1
Sin., Mexico (1937-1944); Lineas Aereas
Mexicanas, S.A. (also LAMSA), Mexico, D.F. Owned by distributor Schlee-Brock Air¬ Reg NC 7805, X 7805, NR 7805
(1944-46). Capt. Carlos Cervantes Perez, craft Corp., Derroir (1929-30); equipped Mfg 12/11/28
Ensenada, B.C., Mexico (1946). Thoughr wirh floors, flown on rheir Arrowhead in¬ Eng WW J5C #9214
ro hove been dismanrled, parts incorpo¬ ternational Airlines of Duluth. G. W. ATC 49
rated wirh rhree orher ex-LAM5A Vegas Mennis, Texas Worth Tool Co., Fort Worth
Demonstrated and sold on rhe spot ro
ro make Cervantes's rhree flyable ships. (1930); demolished acc Alvord, Texas, Cromwell-Hunt Aero Service, San Angelo,
4/27/30. Pilor James H. Kelly, Mennis, Texas (1928-29). Damaged acc Clarks¬
Gn 24 another passenger killed. ville, Tenn., 3/4/29; repaired by LAC wirh
Type Vega
c/n 45 (fuselage only). Cromwell Air Lines,
Model 5 Gn 26
San Angelo (1929-30); R O. Dulaney Jr.,
Reg NC 7954, NR 7954 Type Vega Fort Worth (1930-31); back to LAC
Mfg 8/12/28 Model 5 (1931-32). C. C. Spangenderger, Dallas
Eng P&W Wasp #920 Reg NC 195E (1932-33); equipped wirh 240-hp Gui-
ATC none Mfg 12/11/28 berson Diesel engine; prd red and black;
Purchased by F. C. Hall, Chickasha, Okla. Eng P&W Wasp CB #989 reg then NR. A. Harold Bromley made
(1928-29), for $20,240, wirh special ATC 93 various cross-counrry flighrs wirh ship, in¬
painr and ierrering. The firsr Winnie Mae, Firsr flown by Nevada Airlines, Inc., Los An¬ cluding one nonstop N.Y.-L.A hop in
named for Hall's daughter, and flown by geles (1929-30). Repossessed; sold ro preparation for a Pacific flight arrempr.
his pilor Wiley Posr. Sold back ro LAC Braniff Airways, Inc, Oklahoma City Cardiff & Peacock, Ltd., Bakersfield, Calif.
(1929). Nevada Airlines, Inc., Los Angeles (1930-33); converted ro Vega 5C with (1933); converted back ro WW J5
(1929-30); named Sirius and flown by larger fin and rudder. Destroyed acc Sr. engine. Washed our Dos Palos, Calif.,
Capr. Roscoe Turner in '29 NAR and on Louis 4/22/33. 7/11/33.

C/n 24: Nevada airliner (previously rhe firsr Winnie Mae) ends up
(lirerally) expounding pacifism ("No A.E.F.") wirh Laura Ingalls in
New Mexico.
 APPENDIX 211

C/n 29 Easr Sr. Louis, III. Reg NR and sold ro Ruth Eng WW #B9314
Type Vega Stewart, Sr. Louis (1931-32); Mrs. Srewarr ATC 49
Model 1 and Mrs. Debbie Sranford planned a LAC demonsrraror (1929). Acquired by
Reg NC 7894 N.Y.C.-Buenos Aires flighr. Demolished Amelia Earhart, N.Y.C. (1929-30), in ex¬
Mfg 11/10/28 acc near Newville, Pa., 1/5/32. Mrs. Srew¬
change for c/n 10 (q.v.). Flown ro rhird
Eng WW J5C #9235 arr and Mrs. Sranford killed.
place women's L.A.-Cleveland race
ATC 49
1929 ("powder-puff derby"). Turned in
C/n 00
Sold ro LAC disrriburor Schlee-Brock Air¬ for c/n 22. Parks Air College, Easr Sr. Louis,
Type Vega
craft Corp., Derroir (1928-29); based ar III. (1930-37); used by school for insrruc-
Model 1
Dulurh; flown on rheir subsidiary Arrow¬ rion and charter, engine equipped wirh
Reg NC 32E
head Inrernarionai Airlines. MAS Co., An- speed ring half-cowl; prd red, cream, Acc
Mfg 1/29
rigo, Wis. (1929-30). Washed our Sr. Easr Sr. Louis 3/8/34. St. Louis Flying Service,
Eng WW #9285
Paul 4/30/30. Sr. Louis (1937); Mountain Flying Service,
ATC 49
Denver (1937). Disposirion unknown.
C/n 00 Sold ro California Aerial Transport, Los An¬
Type Vega geles (1929-32); prd whire wirh red On 37
Model 1 cross, named Invalid Coach, used as an Type Vega
Reg 7895, CF-AAL (Canada), ambulance. Frank Oldfield, Los Angeles Model 1
AN-ABP (Nicaragua) (1932-33); United Air Services, Burbank, Reg NC 35E
Mfg lore 1928 Calif. (1933-34). Crashed San Berna- Mfg 2/29
Eng WW J5A #9243 dino, Calif., 7/9/34. Pilor George E. Plague Eng WW #9319
ATC 49 and rwo passengers killed, one injured. ATC 49
Sold ro Commercial Airways, Ltd., Edmon- LAC demonsrraror (1929-30). Parks Air
On 04
ron, Alra., Canada (1929-31). Prd or¬ College, Easr Sr. Louis, III. (1930-31); used
ange, flown by Capr. W. R. May on early Type Vega for insrrucrion. Back ro LAC as demonsrra¬
airmail roures of norrhern Canada,- oper- Model 1 ror (1931); Thomas R. Navin, Navin Air
ared on wheels, skis, floors. Returned ro Reg C 33E, R 33E, N-41, LN-ABD Transport, Chicago (1931). Washed our

LAC for insrallarion WW J6 (300-hp) en¬
gine, also 9" nose shorrening 1930.
Transferred ro Canadian Airways, Ltd., Win¬
nipeg (1931-36). Canadian Pacific Air¬
lines, Vancouver (1936-44); International
Current Aviation Enterprises, N.Y.C. (1944);
Jack Baker A Cia. Inter-Americana de Aviacion,
Managua, Nicaragua (1944-45); Jimmy
Angel, Managua (1945); Tropical Air
transporte, Managua (1946-7). Sold or
raken by Angel ourside Nicaragua in
1946. Final disposirion unknown.
C/n 01
Type Vega
Model 1 of rhe whale"). Norsk Luftfoto A/S
Reg NC 7896
Mfg 10/28
Eng WW J5C #9244
ATC 49
Sold Through LAC disrriburor Schlee-Brock
(Norway) near Lansing, Kan., 9/22/31. Pilor An¬
Mfg 10/28 drew Kelson, passenger killed.
Eng WW J5C #9293
ATC 49 C/n 33
Commercial and resrricred licenses ro Type Vega
LAC. 400-gal gas capaciry. For "Polar Ex- Model 1
plorarion." Sold ro Schlee-Brock Aircraft Reg NC197E
Corp., Derroir (1929), Bryde & Dahl, San-
Mfg 2/29
defjord, Norway (1929-37), for use in Eng WW #9321
whale hunring and explorarion in rhe ATC 49
Anrarcric. Mounred on ponroons, flown LAC demonsrraror (1929-30). Airliner for
by Comdr. Pljalmar Riiser-Larsen and Lr. Wedell-Williams Air Service, Inc., Parrerson,
Finn Lurzow-Plolm in Anrarcrica 1929- La. (1930-36). Afrer acc Orange, Texas,
30. Used for whale hunrs in Greenland 10/12/30, converred ro Vega 5 under
warers 1931. Named: Qarrrsiluni ("soul ATC 93, and P&W Wasp #71 insralled.
North American Aviation, Inc., N.Y.C.
(1937-38). Firred wirh skis and flown as (1936-37); Charles H. Badd, Glendale,
phoro plane in Norway. Scrapped 1938 Calif. (1937-41); converred ro 2D under
and engine used ro power a propellor- ATC Memo 2-377 and P&W Wasp, Jr„
driven sledge in Norwegian mounrains. #13 insralled. Marshall Searle, Searle Aero
Industries, Inc., Beverly Hills, Calif. (1941-

Aircrafr Corp., Derroir, ro Wolverine Flying C/n 35 43). War Dept., U.5. Engineer's Office, San
Service, Ltd., Lansing, Mich. (1929-30). Type Vega Francisco (1943-7) ("Ship gov'r property
Washed our Lansing 2/10/30. Model 1 in operation ourside rhe conrinenral lim-
Reg NC 34E, X 34E irs of rhe U.5."—CAA). Final disposirion
On 02
Mfg 1/29 unknown.
Type Vega Eng WW #9302
Model 1 C/n 39
ATC 49
Reg NC 7973, NR 7973 . Type Vega
LAC demonsrraror (1929). Flown by resr
Mfg 12/28 Model 1
pilor Plerb Fahy for 36-hour-56-min en¬
Eng WW #9250 Reg 198E
durance record 5/28-29/29 Burbank,
ATC 49 Mfg early 1929
Calif. Washed our Flinr, Mich., 8/4/29. Eng WW J5B #9322
Operared as demonsrraror by Schlee-
Brock Aircraft Corp., Derroir (1929-30). On 36 ATC 49
Gentry Shelton, Sr. Louis (1930-31) used Type Vega One of rwo brand-new Vegas (c/n 27,
ship on his Shelron-Jefferson Airways as Model 1 c/n 39) destroyed by fire which swepr
an airliner. Aces Sr. Louis 7/1/30 and Reg NC 31E rents of rhe Los Angeles Auro Show
6/21/31; repaired by Parks Air College, Mfg 1/29 3/5/29. Recorded in name of Rule & Sons
C/n 40: George Wesringhouse's Elizoberh Lind went ro Tailmanrz
Aviation, was painted and reregistered for an Amelia Earhart
movie, and was loaned for Continental Airlines' thirtieth anniver¬
sary. It is now in the Ford Museum at Dearborn, Michigan.

InsuFrance Corp., Los Angeles, who paid (1955); A. Paul Mantz, Sanra Ana, Calif. Moines (1946); equipped wirh speed
rhe claims. (1956-61); Tallmantz Aviation, Inc., Sanra ring half-cowl, and small panrs. Les Maul¬
Ana (1961-66). Re-reg. 1962 wirh old din, Brownsville, Texas (1946—61);
On 40
Amelia Earharr number N965Y (of c/n hangared ro 1960, restored 1960-61,
Type Vega 171, q.v.), prd red and gold. Leased 1964 wirh rebuilr WW J5. Washed our 5/19/61
Model 1 ro Conrinenral Airlines for publicity rour. near Brownsville on way ro exhibition ar
Reg NC 199E, NR 199E, N 965Y Prd whire, red rrim, in Varney Air Trans- Harlingen AFB. No injuries.
Mfg 1/20/29 porr (VAT) livery. Ford Museum, Dearborn,
Eng W J5A #9347 Mich. (1966—). On prominenr display. On 42
ATC 49 Type Vega
On 41 Model —
Sold ro Montana Development & Air

Transport Co., Kalispell (1930). Firred Type Vega Reg 201E (canceled)
wirh floors and taken on air survey and Model 1 Mfg 1929
phoro expedirion ro Labrador and Green¬ Reg NC200E, N161N Eng —
land by MacMillan Arctic Exploration Co., Mfg 1928 ATC —
Los Angeles (1931), under Comdr. Don¬ Eng WW J5A #8526
Fuselage only, used as replacemenr on
ald D. MacMillan wirh pilor Charles ATC 49
Vega of Maddux Air Lines (c/n 9) after
Rocheville. Named The Viking; firred as Sold ro Alaska-Washington Airways, Searrle acc San Diego 6/22/29. Reg canceled.
Vega 2D, wirh P&W Wasp, Jr., #7, under (1929-30); prd orange,- named Taku.
ATC Memo 2-377 of 8/21/31, NR reg. Northwest Air Service, Inc., Searrle (1930); On 40
Paul S. Grade, Los Angeles (1932); Mace flown by John Blum ro win Searrle-Chi- Type Vega
Naylor, Deverly Hills (1933); George T. cago race of 1930 NAR. W. H. Muirhead, Model —
Westinghouse, Dainbridge, Wash., and Floyd A. Hart & W. H. Fluhrer, Medford, Reg —
Tucson, Ariz. (1935-54). Prd gray-blue, Ore. (1930-33); replacemenr fuselage Mfg 1929
named Elizabeth Lind. Flown on borh only of c/n 44 installed. Stanley G. Fuller, Eng —
floors and wheels. Una R. Kurtzer, Searrle Milford, Iowa (1934-41); Vic Ede, Des ATC —
 APPENDIX 213

Fuselage only, used as replacemenr on C/n 49 Gn 50

Cromwell-Hunr Air Service Vega (c/n 28) Type Vega Type Vega
after acc Clarksville, Tenn., 0/4/29. * Model 5 Model 5
C/n 44 Reg NC 400E Reg NC 624E
Mfg 2/29 Mfg early 1929
Type Vega
Eng P&W Wasp #1096 Eng P&W Wasp #1186
Model —
ATC 90 ATC 90
Reg —
Mfg 1929 5old ro Nevada Airlines, Inc., Los Angeles Sold ro Erle P. Halliburton, Tulsa, and
Eng — (1929-00). Repossessed by LAC. Braniff flown by his Southwest Air Fast Express
ATC — Airways, Inc., Oklahoma City (1900-01); (1929-00). Transferred ro new S.A.F.E.,
converted ro Vega 5C wirh larger fin and Inc., Dallas (1900). Transcontinental &
Fuselage only, used as replacemenr on
rudder 11/00 under ATC 084; prd red, Western Air, Inc., N.Y.C. (1901-00). Their
Vega (c/n 41) during ownership of F. A.
whire trim. Destroyed acc Kewanee, III., #251; reconditioned and new wing in¬
Hart and W, H. Fluhrer, Medford. Ore.
12/5/01 Two passengers killed, pilot and stalled 7/01. Hanford's Tri-State Airlines,
C/n 45 three passengers injured. Sioux City, Iowa (larer Hanford Airlines,
Type Vega Inc., Kansas City) (1905-07). Destroyed

Model —
Gn 50 in hangar fire, Sioux City 1/20/07.
Reg — Type Vega
Mfg 1929 Model 5 Gn 54
Eng —
Reg NC 404E, XA-BFT (Mexico) Type Vega
ATC — Mfg 2/29 Model 5
Eng P&W Wasp #2098 Reg NC 657E
Fuselage only, used as replacemenr on
ATC 90 Mfg 4/29
Maddux Air Lines Vega (c/n 11). Work
Sold ro Nevada Airlines, Inc., Los Angeles, Eng P&W Wasp #1427
done overnight by LAC crew.
used as airliner (1929-00). Repossessed ATC 90
Gn 46 by LAC. Braniff Airways, Inc., Oklahoma Sold ro Alaska-Washington Airways, Searrle
Type Vega City (1900-07); converted ro Vega 5C (1929-02); flown on floors; prd orange,
Model — under ATC 084. Gordon S. Barry, El Paso named Ketchikan, larer Wrangell. Con¬
Reg — (1907), and Barry's Lineas Aereas Mineras, verted ro Vega 5B under ATC 227 by LAC
Mfg 1929 5.A. (LAMSA), Mazarlan, Sin., Mexico 6/00. Alaska Southern Airways, Inc., Searrle
Eng — (1907-44). Flown wirh passengers, mail (1902); Shell Aviation Co., Ltd., San Fran¬

ATC — and express; prd lighr blue. Lineas Aereas cisco (1902-00). Washed our Searrle
Mexicanas, S.A. (also LAMSA), Mexico, D.F. 4/27/00.
Fuselage only, assigned ro William Brock
(1944-45); acc Monclova, Coah., 2/22/
of Schlee-Brock Aircraft Corp., Detroit. Use Gn 55
unknown. 45; no injuries. Parrs used ro repair line's
orher Vegas. Type Vega
Gn 47 Model 5
Gn 51 Reg NC 658E
Type Vega
Model —
Type Vega Mfg 12/28
Reg —
Model 5 Eng P&W Wasp #1089
Mfg 1929
Reg NC 405E ATC 90
Eng —
Mfg 2/29 Sold ro Erle P. Halliburton, Tulsa, and
Eng P&W Wasp #1169 flown by Southwest Air Fast Express (1929-
ATC —
ATC 90 00). Minor acc Sweerwarer, Texas, 0/18/
Fuselage only, sold ro The Texas Co., Pipe¬
Sold ro Erle P. Tulsa, flown by
Halliburton, 00; repaired by LAC. Transferred ro new
line Division, Housron. Probably used as
his Southwest (1929-00).
Air Fast Express Southwest Air Fast Express, Dallas (1900-
replacemenr on rheir Texaco 2 (c/n 12).
Texas Pipe Line Co., Housron (1900). De¬ 01). George A. Thorne, N.Y.C. (1901-02);
Gn 48 molished acc Housron 11/22/00. Pilor rebuilr 1901 as Vega 5C under ATC
Type Vega Bert Pidcoke killed. Memo 2-085 of 9/22/01. Foreign flighr
Model 5 by pilor Boberr S. Fogg and sale ro Karh-
Reg NC 402E Gn 52 erine Christie, Toronto, planned, bur nor
Mfg 2/29 Type Vega made. Minor acc Saranac Inn, N.Y., 7/15/
Eng P&W Wasp #1070 Model 5 02. Edo E4545 floors installed 1902.
ATC 90 Reg NC510E Skyloft, Inc., N.Y.C. (1900); prd red. De¬

Mfg 0/29 molished acc near Leipsic, Del., 8/1.9/00.

Sold ro Alaska-Washington Airways, Searrle
(1929-00); prd orange; named Juneou.
Eng P&W Wasp #1107 Pilor Harold E. McMahon killed.
Wirh pilot Anscel Eckmann, navigaror ATC 90
Robert E. Ellis, and mechanic Jack Hal- Sold through LAC distributor Schlee-Brock Gn 56
loran made first nonsrop Srareside- Aircraft Corp. of Derroir ro subdisrriburor Type Vega
Alaska flighr (Searrle-Juneau) 4/15/29. Ohio Lockheed Sales Corp. (larer called Model 2/5
Equipped with floors, and larer a radio Middle States Airlines), Akron (1929). Air¬ Reg NC 606
rransmirrer. Ship "rerurned ro LAC" some- liner on Cleveland-Pirrsburgh route. De¬ Mfg 0/29
rime in lore '29 or '00. (See c/n 110, Reg. molished acc Pittsburgh 8/12/29. Pilor H. Eng WW J6 #10167
#102N.) E. Smith killed. ATC 140/252
214
Sold ro Ohio Lockheed Sales Cokp., Akron
(1929); Schlee-Brock Aircraft Corp., De¬
troit (1929). Converted 1901 by Detroit
Aircraft Corp., to Vega 5 with P&W Wasp
#1472. Chicago-Detroit Airways, Chicago
(1901). Crashed Chicago 9/14/01. Pilot Al
Malvick killed.
Cn/57
Type Vega
Model 2 (1906-09) with Wasp #1652. N/C to: Cia
Reg NC 574E
Mfg 1929
Eng WWJ6 #10186
ATC 140
Sold through distributor Schlee-Brock Air¬
craft Corp., Derroit (1929), and flown on
rheir Arrowhead International Airways
our of Duluth (1929-00). C. J. Conner & Dr.
A. C. Chesher, New Hodds, N.M. (1900-?),
with W #10090. Damaged accs Little¬
field, Texas, 0/1/00 and Seminole, Texas,
12/10/00. Parrs stored at Santo Barbara,
Calif. (1904), bur apparently never re¬
paired.
Gn 58
Type Vega
Model 2 lines, Inc., Sioux City, Iowa (1901-06).
Reg NC 620E, XA-BKG (Mexico)
Mfg 1929
Eng WWJ6 #10212
ATC 140
Sold through distributor Schlee-Brock Air¬
craft Corp. Detroit (1929), to Williams
Iron Works, Tonkawa, Okla. (1929-00).
John J. Moran, Moran Drilling Co., Wichita
Falls, Texas (1900); Emdree H. Hunt, Tem¬
ple, Texas (1900-04). Converted ro
Vega 5, ATC 90, P&W Wasp #2256 in¬
stalled. Lloyd Earl, Fort Worth (1905-07).
Charles H. Badd, Glendale, Calif. (1908);
converted ro 2D, with Wasp, Jr., #71.
Transportes Aereos De Chiapas, 5A. (TACSA),
Tuxrla, Chiapas, Mexico (1909); name
changed to Cia. Aeronautica Francisco Sar-
adia, S.A (CAF5SA) (1909-40). Damaged
acc Ixtepec, Oaxaca, 0/10/40. Wing
placed and flown for rime on fuselage
of Vega c/n 59 (q.v.X Further rebuild as
original uncertain.
Gn 59
Type Vega
Model 5
Reg NC 2874, XA-BHB, XA-BAW
(Mexico)
Mfg 4/29
Eng P&W Wasp #1679
ATC 49/90/227
Originally with WW J6 #10040, bur
Wasp installed by LAC. Sold to Corp. Ae¬
ronautica de Transportes, S.A, Torreon,
Coah., Mexico (1929-02). Cost: $18,500.
Prd red, ivory trim. Wasp #1652 installed.
Held in default of payment by Huesreca
APPENDIX
Petroleum Co., Torreon (1902-00); A Gn 62
Paul AAantz, United Air Services, Ltd., Bur¬ Type Vega
bank, Calif. (1900) with Wasp #1678. Model 2/5/5 B
Sydney Flying Service, Inc., Tulsa (1900— Reg NC 2846, XB-BHA (Mexico)
04); Leigh Taliaferro, Ponca City, Okla. Mfg 5/29
(1904). L. H. Wentz, Ponca City (1904- Eng WWJ6 #10040
OS). Rebuilt. John E. Grimmett, Ponca City ATC 140/90/227
and Midland, Texas (1905-06) with
Engine changed 7/29 ro P&W Wasp
Wasp #1517. Transportes Aereos de Chia¬
#1678. Sold ro Schlee-Brock Aircraft
pas, S.A. (TACSA), Tuxrla, Chiapas, Mexico
Corp., Detroit (1929); Nevada Airlines, Inc.,
Los Angeles (1929); C.A.T. Lines, El Paso,
Aeronautica Francisco Saradia, S.A. (1909—
Texas (1929). Transferred ro Corp, Ae¬
42). Flew in 1940 with wing of c/n 58
ronautica de Transportes, S.A., Torreon,
(q.v.X Washed our Mexico, D.F., 11/26/
Coah., Mexico. (1929-00) Mexican Cert.
42. No injuries.
#14. Made inaugural Mexico, D.F —El
Paso flight with mail 8/17/29. Prd red,
Gn 60 ivory trim. Listed in C.A.T. bankruptcy, bur
Type Vega disposition unknown.
Model 2/5
Reg NC 2875, XA-DEC (Mexico)
Gn 60
Mfg 4/29 Type Vega
Eng WW J6 # 10066 Model 5
ATC 49/140/90/084 Reg NC 625E, NR 625E
Mfg 4/25/29
Sold to Schlee-Brock Aircraft Corp., Detroit
Eng P&W Wasp #1047
(1929); Canadian-American Airlines, Inc.,
ATC 90
Ltd., Minneapolis (1929); E.S. Shank, Shank
Flying Service, Morgan and Robbinsdale, Sold ro Marlzxnd Production Co., Ponca
Minn. (1929-01); Hanford's Tri-State Air¬ City, Okla., which became Continental
Oil Co. (1929-00). Converted by LAC ro
Wing from c/n 50 installed in 1904. Con¬ Vega 5C under ATC 084 in 2/00. Marron
verted ro Vega 5 with P&W Wasp Price Guggenheim, Roslyn, N.Y. (1900-04).
#2208, then #2207 in 1905. Acc Pem¬ Flown by Russell W. Thaw. Reg NR for
bina, N.D. 8/9/04. Repairs and spare South American Flight. Damaged acc
Vega wing "Ser. #72" and Wasp #2054 Paramaribo, Surinam, 0/25/04. Sold
insralled. Hanford Airlines, Inc., Kansas through LAC ro Herdert G. Fales, West
City, Mo. (1906—08) with Wasp #4765 Newton, Mass., later N.Y.C. (1904-40).
and radio equipment. Mid-Continent Air¬ P&W Wasp S0D1 #4820 installed; prd
lines, Inc., Kansas City, Mo. (1908-40); R. white, blue trim. Used by Fales for busi¬
L. Brown and D. S. Zimmerley, Kansas City, ness and pleasure trips with International
Mo. (1908-40); R. L. Brown and D. 5. Nickel Co. While in hands of Paul Mantz
Zimmerley, Kansas City, Mo. (1940-41) for sale in West, caught fire and de¬
with Wasp #4818. Fred Elmer Secor, Los stroyed, Hermosillo, Son., Mexico, 5/00/
Angeles (1941-42) as camera plane. 40.
Charles H. Badd, Glendale, Calif. (1942-
Gn 64
40); Lineas Aereas Mineras, S.A., Mexico, D.F.
(1940-46); Capt. Carlos Cervantes Perez,
Type Vega
Ensenada, B.C., Mexico (1946-?). Last re¬
Model 2
ported damaged and derelict on beach
Reg NC 857E
Mfg 5/29
near Ensenada in late 1940s.
Eng WWJ6 #10090
ATC 140
Gn 61
Sold to Schlee-Brock Aircraft Corp., Detroit
Type Vega
(1929-00), as airliner on rheir subsidiary
Model 5B
Canadian-American Airlines, our of Min¬
Reg NC 2845, XA-BHJ (Mexico)
Mfg neapolis. By sheriff's sale ro M&S Co., An-
5/29
rigo, Wis. (1900). Michael M. Rudner,
Eng P&W Wasp #1747
Rudner Flying Service, Chicago (1900-01).
ATC 221
Destroyed acc Toledo 5/11/01. Pilot Rub-
Sold ro Corp. Aeronautica de Transportes, nerand passenger killed, another hurt.
S.A., Torreon, Coah., Mexico (1929-02).
Prd red, ivory trim,- airliner for C.A.T. After Gn 65
liquidation of assets in 1900, sold as “one Type Air Express
old airplane body." Frank Michelson, De¬ Model 0
troit (1904-06). Rebuilt at Detroit with Reg NC 514E, P-BDAH (Brazil)
used wing and Wasp Cl #829. Michael Mfg 0/14/29
Hanratty, Chicago (1906-08). Washed Eng P&W Wasp C #1141
our Chicago 1/8/08. ATC 102
 APPENDIX 215

Sold ro New York, Rio, and Buenos Aires.
Line, N.Y.C. (1900), on floors, for service in
Brazil and Argenrina. Named Moroca.
NYRBA acquired by Pan American Airways,
Inc, N.Y.C., who reporred airplane srored
in Buenos Aires 1/01. Disposirion un¬
known.
Mfg 1929 red our as an Execurive model—wirh
Eng P&W Wasp #1677 table, typewriter, chemical toiler, ere Prd
ATC 90 whire, blue trim. Independent acquired
Sold Through Schlee-Brock Aircraft Corp., by Phillips Petroleum Corp., Bartlesville,
Okla. (1901); Parks Air College, East Sr.
Derroir (1929) ro Cromwell Air Lines, San
Angelo, Texas (1900); James J. Marrern Louis, III. (1901); Robert E. McGlynn and
flew for Cromwell. James J. Mattern (Jim¬ Maurice V. Foley, East Sr. Louis, III. (1901-

mie Marrern Fasr Flying Service), Forr 02). Rebuilr as Vega 5C. John Wyeth,
On 66 Wyeth Hardware & Mfg. Co., Sr. Joseph, Mo.
Worrh (1901-02). Rebuilr and firred for
Type Vega round-rhe-world flighr; prd red and blue, (1902-08), wirh P&W Wasp #1711.
Model 5B whire rrim; named Century of Progress. Flown by pilor H.C. Brasfield. Iowa Aerial
Reg NC 858E, AN-ABL (Nicaragua) New cockpir made afr of wing ro be¬ Surveys, Des Moines (1909-40) wirh P&W
Mfg 1929 come only dual-conrrolled Vega so SCI #221 and alrerarions as a phoro
Eng P&W Wasp #2006 equipped. Flown by Marrern and Bennerr plane. Register & Tribune Employees Credit
ATC 771 Griffin N.Y.C.-Harbour Grace-Berlin 7/5— Union, Des Moines (1940-42). Charles H.
Babb, New York, N.Y. (1942-44). Cia. Red
Original owners and operarors unknown. 6/02. Crashed Borisov, U.S.S.R., 7/6/02;
Area Mexicana, S.A. (RAAA5A), Mexico, D.F.
Vandemark Flying Service, Lockport, N.Y. pilors unhurt Some porrions salvaged, re-
(1902-00); Columdia Airways, Blooms- rurned ro U.S. and incorporared inro c/n (1944-49), wirh Wasp H #21944
burg, Pa. (1905-06); Standard Aerial 118 (q.v.), which gor c/n 69's old regisrra- (RAMSA owned/operared by Gordon and
Surveys, Newark (1907-41); Harold E. rion. Judith Barry). Luis Stuck, Mexico, D.F.
Curran, Syracuse (1944). Jimmy Angel & Jack
(1949-55). Hycon Manufacturing Co., Pas¬
On 70 adena, Calif. (1955-57), wirh P&W
Baker, Managua, Nicaragua (1944-
45). Desrroyed acc Boaco, Nicaragua, Type Vega R-1040 AN1 #121016. Elwell K. Nold,
2/19/45. Model 5 Houston (1957). Major overhaul. General
Reg NC 870E Electric Co., Schenectady, N.Y. (1957-

On 67 Mfg 1929 62). Resrricred operation in anriradar

Eng P&W Wasp #1790 resting. David D. Jameson, Oshkosh, Wis.
Type Vega
ATC 90 (I960-) Restored as replica of Winnie
Model 5/5 B
Assigned ro disrriburor-airline Middle Moe of 1900. Srill flying 1988.
Reg C 859E, R 859E
Mfg 5/29 Srares Airlines, Inc., Akron (1929). Demol¬
Eng WWJ6 #10509 ished during delivery flighr near Clovis, On 70
ATC 140/90 N.M. 8/11/29. Pilor Orville Srephens, rhree Type Vega
passengers killed. Model 5/5C
C License ro LAC. Engine replaced 6/29
wirh P&W Wasp #1747. Sold ro As¬ Reg NC 891E
On 71 Mfg 5/29
sociated Aviators, Inc., Wausau, Wis.
(1929). R. Lie. for racing as 1 PCLM, 150 Type Vega Eng P&W Wasp #1449
gal gas ranks in cabin. Enrered in 1929 Model 5/5 B ATC 90/084
NAR nonsrop Los Angeles-Cleveland Reg C 871E, XA-BHL (Mexico) Sold ro Schlee-Brock Aircraft Corp., Derroir
race. Forced landing ar Willard, N.M. Re- Mfg 5/29 (1929); Ohio Lockheed Sales Corp, Akron
rurned for insrallarion of new P&W Wasp Eng WWJ6 #10518 (1929); Middle States Air Lines, Inc., Akron
#2007. Crashed in srorm norrh of ATC 140/90 (1929-01). Acc Rydal, Go. 1/10/00. Re¬
Needles, Calif., 9/2/29. Pilor John P. C License ro LAC Engine replaced 7/29 turned ro LAC and new fuselage installed
Wood killed, mechanic Ward Miller par- wirh P&W Wasp #1707. Planned for as Vega 5C. Lockheed Aircraft Corp. Bur¬
achured safely. sale, on floors ro Old Gold, Adelaide, bank, Calif. (1901); Midland Air Express,
Australia (wirh c/n 80, q.v.). Exporr Cert Inc., Kansas City, Kan., wirh Wasp #682.
On 66 #E-204 issued 10/01/29, bur canceled Default in paymenr, LAC/DAC in receiv¬
Type Vega due ro Ausrralian imporT resrricrions. Sold ership (1902); Philip H. Philbin, Jr., New
Model 5B ro Schlee-Brock Aircraft Corp., Derroir York (1902); Air Express Corp, New York
Reg NC 868E (1929); Corp. Aeronautica de Transportes, (1902-00). Their #102. Modified by ex-
Mfg 5/29 S.A., Torreon, Coah., Mexico (1929-02). DAC employees ro cargo carrier, wirh Hi-
Eng P&W Wasp #2005 Prd red, ivory Trim. New Wasp #1926 in¬ Speed l/g. Prd silver, green rrim. Capitol
ATC 227 stalled. UnlisredJn liquidarion of C.A.T. as- Air Lines (Later Capitol Speed Lines, Inc.), Sac-

sers in 1902. Disposirion unknown. ramenro (1900-04). Varney Speed Lines,

Demonsrraror for LAC (1929-01), parric-
Burbank and larer El Paso (1904-05);
ularly in easrern U.S. Damaged minor
On 72 Varney Air Transport, Inc., El Paso (1905).
accs Newark 2/20/00 and Washington,
Type Vega Execurive Crashed Rattlesnake Burre, near Walsen-
D C., 9/24/00. Repaired, bur DAC decided
Model 5A/5C burg, Colo., 5/1/05. Pilor John J. Monrijo
irwas "worn our." Fuselage incorporared
Reg NC 898E, XA-DOK, XB-MAA killed.
inro Amelia Earharr's Vega (c/n 22) in
1901. Srill exisrs as parr of rhar airplane. (Mexico), N 174D, N 105D, NC
Exhibired ar National Air and Space Museum, 105W On 74
Washington, D.C.
Mfg Spring, 1929 Type Vega
Eng P&W Wasp #1616 Model 5B
On 69 ATC 90/084 Reg NC 892E
Type Vega Sold rhrough LAC Distributor Erie P. Halli¬ Mfg 5/29
Model 5 burton, Tulsa, ro Independent Oil & Gas Eng P&W Wasp #1472
Reg NC 869E, NR 869E Company, Tulsa (1929-00). First Vega fir- ATC 227
216 APPENDIX

On 72. 1 airplane, 6 guises.

Sold ro Schlee-Brock Aircraft Corp., Detroit

(1929). Operated out of Duluth, Minn.,
on floors. Was ro hove been sold ro sub¬
sidiary Arrowhead International Airways,
Ltd., Port Arthur, Onr., Canada, under Ex¬

port #E-232, bur export canceled. De¬

molished in accident, Hamilton, Onr., 5/
14/30. Pilot Don H. Walker.

C/n 75
Type Air Express
Model 3
Reg NX 3057, NR 3057, NC 3057
Mfg 5/13/29
Eng P&W Wasp #1389
ATC 102
Demonstrator for LAC. Engine replaced
with Wasp #1449, P&W Horner #247
and Horner #491. Unsuccessful transcon¬
tinental record flight by Herb Fahy, 1929.
First Lockheed use of wheel pants. Prd
black, silver trim. Sold to General Tire &
Rudder Co., Akron (1929-30). Named

The General Tire. Flown by Henry J.

Brown to first place, NAR Los Angeles-
 APPENDIX 217

Cleveland nonstop race 1929. Gilmore Mfg 5/29 De-icer experiments 1931. Washed our
Oil Co., Ltd., Los Angeles (1900-32). Eng P&W Wasp #1554 Vineland, Ont., 5/16/31.
Flown by Col. Roscoe Turner ra easr- ATC 93/169
Gn 80
wesr Transcontinental record 5/30, and in Sold to United States Air Transport, Inc.,
NAR and other events. Prd cream, red Type Vega Executive
Washington, D.C. (1929), Washington- Model 5A
trim, with special compartnhenr for "Gil¬ New York Air Line, Washington (1929);
more," a lion cub mascot. Named The Reg NC 309H, XA-BAM (Mexico)
Washington Flying Service, Washington Mfg 6/29
Gilmore Lion. Wasp engine installed 11/ (1929-30); Pan American Grace Airways,
30. Col. Roscoe Turner, Los Angeles Eng P&W Wasp #1518
N.Y.C. (1930-35). Ptd Green, silver trim. ATC 93
(1932-38). Flown in advertising Mac¬ Flown on Chilean airmail routes. Washed
Millan Motor Oil as Roscoe Turner's Ring- our Lima, Peru, 5/8/35.
Sold to William Gidds McAdoo, Los Angeles
Free Express. Acc near Cleveland, Ohio, (1929-35), for personal transport; pilot
3/11/35. Repaired. Dismantled; fuselage Gn 79 Harry Ashe,- ptd blue, named The Blue
burned 1940; wing sold to A. Paul Manrz. Type Vega Executive
Srreak Converted for extra equipment
under ATC Memo 2-284 of 10/10/30.
Gn 76 Model 5A (special)
Transportes Aereos de Chiapas, S.A (later
Type Air Express (later Vega)
Reg NC 308H, NR 308H, X 308H
Cia. Aeronautica Francisco Sarabia, S.A.),
Model 3 Mfg 5/29
Eng P&W Wasp #1517 Tuxrla, Chiapas, and Mexico, D.F, (1935-
Reg NC 306H 40), with Wasp #1814; ptd red, ivory trim
Mfg 5/29
ATC 93
and wings. Briefly fitted with wing from
Eng P&W Wasp #1525 Sold to B. F. Goodrich Co., Akron (1929- XA-BKG (c/n 58) after acc Tapachula,
ATC 102 31). Operated as advertising, executive Chiapas, 4/18/38. Final disposition c.
and experimental plane. Prd white, blue 1940 uncertain.
Sold to T.A.T. Flying Service (Texas Air
trim; named Miss Silverrown, also Tesr
Transport), Fort Worth (1929-30); dam¬
Plane No. 2 and Tesr Plane No. 3. Pilot Gn 81
aged, Dig Spring, Texas, 9/12/29. Re¬
paired using fuselage only of c/n 93
Leland F. Schoenhair set world speed rec¬ Type Vega
(temporary reg 523K, unapplied). Trans¬
ords, tried for transcontinental records, Model 5
ferred Southern Air Transport Flying Ser¬
participated in 1929, 1930 NAR events. Reg NC 336H, RX-14 (Panama)
vice, Fort Worth (1930-31). American
Damaged Dubois, Pa., 6/23/29; rebuilt at Mfg 6/28/29
Airways, Inc., N.Y.C. (1931-32); Peter R.
LAC with c/n 95 (replacement fuselage Eng P&W Wasp # 1543
Beasley, Receiver, DAC, Detroit (1932-33).
only) 1929. Used in Goodrich Rubber's ATC 93
Convened by ex-DAC employees to Vega
5C under ATC 384. Rapid Air Lines Corp.,
Omaha (1933-34), with Wasp C C/n 76: Air Express flew on Texas air roures. Converted ro a Vega, ir became Rapid Air
#1506; named Ahsarben Comer. Lines' Aksarben Comer.
Hanford Airlines, Inc., Sioux City, Iowa

(1934-37); damaged Albany, Minn., 10/

17/34; restoration intended; stored. De¬
stroyed in hangar fire Sioux City 1/20/37.

Gn 77
Type Air Express
Model 3
Reg NC 307H
Mfg 5/22/29
Eng P&W Wosp #1617
ATC 102
Sold to New York, Rio & Buenos Aires Line
(NYRBA), N.Y.C. (1930); in service in Ar¬
gentina. Named Marajo. NYRBA acquired
by Pan American Airways, Inc., N.Y.C.
(1930-32). Sold less engine to George &
Katherine Daufkirch, N.Y.C. and Nonh
Beach, N Y. (1932-33); Dernarr Macfad- rapid air ijnescord^
^ SAFE AND SANE FLYING
den, N.Y.C. (1933-34); Air Engineers, Inc.,

N.Y.C. (1934-36); E.S. Ewan, N.Y.C. and SCHOOLS SALES SERVICE

Fon Lauderdale, Fla. (1936-38). Given
by Capr. Ewan, less engine, to Lindsay-

Hopkins Vocational School, Miami (1938-

4?); used for training in shopwork

Scrapped during WWII.
Gn 78
Type Vega
Model 5
Reg NC 9424
210 APPENDIX

Demonstrator for LAC (1929-00); flown C/n 85 (1930). Damaged Searrle 3/22/30; no in¬
1929 Ford Air Tour by Wiley Posr. Sold ro Type Vega juries. Plane scrapped.
Aiaska-Washington Airways, Inc., Searrle Model 5 On 90
(1930-32); operated on floats; prd or¬ Reg R 393H
Type Vega
ange. Acc Mercer I., Wash., 9/12/30; re¬ Mfg 7/29
paired at LAC with new fuselage,
Model 5B
Eng P&W Wasp #1653
Reg NC 504K
elevators. Named Petersburg. Nick Dez, ATC 93
Mfg 8/29
Seattle (1932-34), with Wasp #1427.
New plane with temporary reg R 393H Eng P&W Wasp #1900
Alaska Southern Airways, Inc., Searrle
issued ro LAC. Prepared for General Tire ATC 227
(1934). Pacific Alaska Airways, Inc. (subsid¬
& Rubber Co. of Akron. Crashed during Sold ro Corp. Aeronautica de Transportes,
iary of Pan American Airways, Inc.) N.Y.C.
delivery flight near Randsburg, Calif., 8/4/
and Fairbanks (1934-36), with Wasp D S.A. (CAT.), Torreon, Coah., Mexico
29. Pilot Virgil Cline killed. (1929-30); prd ivory, with red arrow.
#814. P.F. FIotchkiss, Fort Worth (1936),
with Wasp #1470. E. L. Taylor, Jr., Tyler, Damaged near Monterrey, Nuevo Leon,
On 86 5/27/30; no injuries. Wreckage burned.
Texas (1936-37); Marcos A. Geladert,
Panama City (1937-?). Disposition un¬ Type Vega
Model — On 91
known.
Reg — Type Air Express
C/n 62 Mfg mid-1929 .Model 3
Type Vega Eng — Reg 521K (canceled)
Model 5 ATC — Mfg 7/29
Reg NC 397H Reported as only "fuselage with chassis" Eng —
Mfg 7/29 supplied ro Schlee-Brock Aircraft Corp., ATC 102
Eng P&W Wasp #1603 Detroit. Application and use unknown. Fuselage only, sold to The Texas Co., N.Y.C.
ATC 93 (1929), as replacement on their Texaco
Original reg 504K unapplied. Sold as air¬ On 87 5 (c/n EX-2, q.v.).
liner ro U.S. AirTransport (Washington-New Type Vega C/n 92
York Air Line), Washington, D.C. (1929). Model 5
Type Air Express
Damaged on delivery flight, East Sr. Louis, Reg NC 394H
III., 7/15/29. Washington Flying Service,
Model 3
Mfg 6/29
Washington, D.C. (1929-30). Converted
Reg NC 522K
Eng P&W Wasp #1615
ro 6P under ATC 169. Pan American-Grace
Mfg 8/27/29
ATC 93
Airways, Inc., N.Y.C. (1930-33?); prd sil¬
Eng P&W Wasp #2256
Sold to Dr. Walter M. (later Mid-
Cross ATC 102
ver, green trim; flown in Chile as U.S. Mail
Continent Air and Cross
Transport,
carrier. Damaged Santiago 1/10/31; re¬ Sold ro Reginald L. Brooks, N.Y.C. (1930-
Airways, Inc.), Kansas City (1929-30);
paired by Curtiss-Wright Export Co. at San¬ 32), used for sports flying. Edmond
price $19,450. Fitted w/panrs and cowl.
tiago 1932. Reported scrapped, 1933. Guggenheim, N.Y.C., & Marron Price
Crashed Aransas Pass, Texas, 7/10/30.
Guggenheim, Roslyn, N Y. (1932). Dr. Daniel
C/n 63 Pilot Gene Gabbert and four passengers
A. Poling, N.Y.C. (1932-34); prd white,
Type Vega killed.
red-and-blue trim,- named Raymond
Model 2A C/n 68 Robins. Russell W. Thaw was pilot for
Reg NC 505K both Guggenheims and Poling. Swiflight
Type Vega Executive
Mfg 8/29 Jersey City (1934).
Model 5A Aircraft Corp.,
Eng WW J6 #A-10726 Crashed near Palmetto, Ga., 4/27/34.
Reg NC 395H, (XA-BHM Mexico?)
ATC 252 Pilot Hugh Herndon and mechanic Ed
Mfg 8/29
Originally to have had P&W Wasp Eng P&W Wasp #1815 Sherman parachuted.
#1617, bur Wright installed. Built on ATC 93 On 90
order (with c/n 71 C871E, q.v.) for Old
Sold to August Belmont & Co., N.Y.C. (1929- Type Air Express
Gold, Adelaide, Australia. Aircraft were ro
30), Ernest Benway, pilot; lent ro Col. and Model 3
have been exported through Canada,
Mrs. Lindbergh for trip ro Miami, Back ro Reg 523K (canceled)
due ro Australian ban on nonempire im¬
DAC, Detroit (1930). Corp. Aeronautica de Mfg 8/27/29
ports. Export Cert. #E-233 issued, bur can¬
Transportes, S.A. (CAT.), Torreon, Coah., Eng —
celed due to Canadian noncompliance.
Mexico (1930-?); ptd red, ivory trim; ATC 102
LAC letter of 9/24/30 stares ship "disman¬
used as airliner. No record of disposition.
tled." Fuselage only, sold ro Texas Air Transport,
Fort Worth (1929), as replacement on
On 64 C/n 89
their Air Express c/n 76.
Type Vega Type Vega Executive
Model 5 Model 5A On 94
Reg NC 392H Reg NC 396H Type Vega
Mfg 8/29 Mfg 8/29 Model 5
Eng P&W Wasp #1652 Eng P&W Wasp #1792 Reg NC 974H
ATC 93 ATC 93 Mfg 8/29
Sold ro Corp. Aeronautica de Transportes, Demonstrator for LAC, Burbank, Calif, Eng P&W Wasp #1748
S.A. (C.A.T.), Torreon, Coah., Mexico (1929); damaged Yuma 8/19/29; no in¬ ATC 93
(1929-?). Disposition unknown. Re¬ juries; repaired by LAC. G. Ray Boggs, Los Sold to Alaska-Washington Airways, Inc., Se¬
ported crashed in airline seivice. Angeles (1929-30); repossessed by LAC arrle (1929-32); flown as airliner on Edo
 APPENDIX 219

floors; named Sirka. Alaska Southern. Sold ro Beardsley & Piper, Chicago (1929- DAC as demonstrator (1901-02).
Airways, Inc., Searrle (1900-04); named BO), for use in rheir foundry machinery Hanford's Tri-State Airlines,
Inc. (later
Doronof. Destroyed acc Pinra Day, Chi¬ business. Accidentally burned Chicago Hanford Airlines, Inc.), Sioux Ciry, Iowa
chagof I., Alaska, 10/10/04. 6/25/00. Replaced by c/n 125. (1902-08). Accs Minneapolis 9/7/04 and
Ellendale, N.D., 8/1/07. Repaired. Charles
C/n 95 On 99 H. Babb, Glendale, Calif. (1908—41).
Type Alaska Air Transport, Inc., Juneau (1941-
Vega Type Vega
Model 5 Model 5 42), as Vega 5C wirh Wasp #4528.
Alaska Coastal Airlines, Juneau (1942-
Reg 892E (canceled) Reg NC 47M
Mfg mid-1929 Mfg 9/9/29 52). Destroyed by fire Sirka 11/14/52.
Eng — Eng P&W Wasp #1925
ATC 90 ATC 90 On 102
Fuselage only, sold ro D. F. Goodrich Co., Sold to Julian Oil Co., Oklahoma Ciry Type Vega
Akron (1929), as replacement for rheir (1900). Rebuilt 5/01 as 5C, ATC 084, as Model Special/5C
Vega c/n 79. 7P for Midland Air Express, Kansas Ciry Reg NC 02M, NC 19958, XA-DAI
(1901 -02). Damaged Cheyenne 9/1 /01, (Mexico)
On 96 Mfg 7/29
overhauled by DAC 10/02. Philip H. Phil-
Type Vega Executive din, Air Express Corp., N.Y.C. (1902-00). Eng P&W Wasp C #1824
Model 5A Damaged Livingston Manor, N.Y., 12/9/ ATC Memo 2-256 of 8/10/00/ 084
Reg NC 975H, TI-62 (Cosra Pica), XA- 02; rebuilt at Detroit wirh wing of c/n 107 Built for Evening News Association, Detroit
FAL and XB-KAQ (Mexico) (q.v.); modified ro cargo carrier wirh Hi- (1929-04); used as news-garhering-and-
Mfg 7/29 Speed l/g, prd silver, green trim. Alaska phoro plane, wirh special equipment.
Eng P&W Wasp #1791 Air Express, Inc., Searrle (1900-04); oper¬ Prd red, white trim, named Detroit News;
ATC 90 ated on floats. By marshal's sale to North¬ operated on wheels, skis, and floats.
Sold ro W.H. Dunning, Jr., Fort Worth west Air Service, Searrle (1904-06). Pittsburgh Airways and Central Airlines,
(1929-00); W.T. Ponder, Dallas (1900- Rebuilt (Vega 50 0/06. Wilbur Irving, Inc., Pittsburgh (1904-05); Braniff
01). Braniff Airways, Inc., Oklahoma Ciry Irving Airways, Juneau (1906); Alaska Air Airways, Inc., Oklahoma Ciry (1905).
(1901-04); converted ro Vega 5C under Transport, Inc., Juneau (1906-42), Braniff #9. Converted to Vega 5C under
ATC 084; damaged Graham, Okla., 11/ named Nugget; Alaska Coastal Airlines, ATC 084 8/05. Philip Whitmarsh, Los An¬
20/04; repaired by Braniff. Transportes Juneau (1942-58), prd dark blue, yel¬ geles (1905-42). Named Wings Over Af¬
Aereos Centros Americanos de Costa Rica, low trim. Crashed near Tenakee, Alaska, rica and used in movie work. Applied for
San Jose (P-1945); charter service and 1/15/58. Pilot Fred B. Sheldon killed, rwo export ro the Philippines, bur canceled
special rrips; prd red. Comunicaciones passengers injured. and issued Reg #NC 19958 c. 8/05. Sold
Aereos de Veracruz, S.A, Villahermosa, by broker Charles H. Babb ro Lineas Aereas
Tab., Mexico (1945-47), wirh Wasp C/n 100 Mineras, S.A., Mazarlan, Sin., Mexico
#1804. CAVSA acquired by Aerovias La- Type Vega (1942-40), wirh Wasp SCI #1540. Price.-
tinos-Americanos, 5.A., Jalapa, Veracruz Model 5B $6,750. Wasp #4844 insralled and Wasp
(1947—48), wirh Wasp C #4065. Ramiro Reg NC 48M, XA-BHK (Mexico) #0161 in 6/40. Washed our, burned Par-
Garza, Mexico, D.F. (1948); Alfonso Brito, Mfg 10/29 ral, Chih., Mexico, 6/20/40.
Mexico, D.F. (1949). Crashed Curzamala Eng P&W Wasp C #1926
de Pinzon, Gro., 4/29/49. Pilot Jose Caleri ATC 227 C/n 100
and one passenger killed. Sold as airliner ro Corp. Aeronautica de Type Vega
Transportes, S.A. (CAT.), Torreon, Coah., Model 5B
On 97 Mexico (1929-02). Mortgaged ro Huas- Reg NC 504M, XA-BHI, and XB-AAD
Type Vega teca Petroleum Co. of Torreon (1902). A. (Mexico)
Model 5 Paul AAantz, United Air Services, Ltd., Bur¬ Mfg late 1929
Reg NC 46M bank, Calif, (1900-08). Rebuilt by LAC Eng Wasp C #2005
Mfg lore 1929 1904, Converted from Vega 5B ro 5C, ATC 227
Eng P&W Wasp #1901 1905, wirh Wasp #1815. Accs. Pomona, Sold to Corp. Aeronautica de Transportes,
ATC 90 Calif., 2/2/06; Las Vegas 5/00/06; Braw- S.A. (C.A.T.), Torreon, Coah., Mexico
Airliner for Corp. Aeronautica de Transpor¬ ley, Calif., 7/21/08. Wasp H #882 in¬ (1929-02); prd red, ivory trim,- cost
stalled 1908. Cracked up during filming $18,500. Mortgaged and sold 1902. Brief
tes, S.A. (CAT.), Torreon, Coah., Mexico
of Only Angels Hove Wings near St. service on Cia. de Transportes Aereos, Mer¬
(1929). In service just four days: on sec¬
ond rrip crashed Cerro del Carbon Moun¬ George, Utah, 12/10/08. Dismantled and ida, Yucatan (1900). Col. Roberto Fierro,
tain north of Mexico, D.F., 11/4/29. Pilot scrapped. Mexico, D.F. (1904-06), wirh Wasp C
John A. Carmichael and three passen¬ On 101 #1707. Sold to agents of Spanish Republi¬
gers, including Governor of Aguascal- can Air Force (1907-?). Reported based
Type Vega
ientes, killed. at Quinranar de la Zarga during Spanish
Model 5B (modified)
Civil War,- used ro fly supplies and person¬
On 96 Reg NC 49M
nel ro Madrid. Lost prior ro 8/22/07.
Type Vega
Mfg 10/29
Model 5
Eng P&W Wasp #2097
Reg NC01M ATC 227 On 104
Mfg 7/29 Sold to Asa Candler, Jr., Atlanta (1900- Type Vega
Eng P&W Wasp C #1816 01); baggage compartment sealed off Model —
ATC 90 under ATC Memo 2—274, 9/29/00. To Reg 505M (canceled)
C/n 102. Radio reporter's plane for the Derroir News next flew
passengers on Central and Draniff routes, appeared in movies with
two different licenses, and ended up as an airliner in Mexico.
 APPENDIX 221

Mfg c. 10/29 (later Cia. Aeronautica Francisco Saradia, Gn 110

Eng P&W Wasp #2006 S.A.), Tuxrla, Chiapas, Mexico (1937-41). Type Vega
ATC (?) Washed our Merida, Yucatan, 3/41. No Model 5
Apparently partially assembled. LAC re¬ injuries. Reg NC 102N
quested cancellation of reg, 1/4/30, and Gn 109 Mfg 3/30
reported plane "used for replacement Eng P&W Wasp #1073 (?)
Type Vega
on a repair job." ATC 93
Model 5D
On 105 Reg NC 540M, XA-DLZ (Mexico) Apparently this airplane was originally
Mfg 8/29 c/n 48 NC 432E {q.v.) of Aivgka-
Type Vega
Washington Airways, which had been re¬
Model 5D Eng P&W Wasp C # 2699
ATC 227 turned to LAC for rebuild. Given new fu¬
Reg NC 536M
selage to which Reg #102N had been
Mfg 10/29 Sold to Wedell-Wiluams Air Service, Inc.,
assigned, and completed with A-W
Eng P&W Wasp #2007 New Orleans (1929-34); flown on their
markings and named Juneau. Damaged
ATC 227 airline routes. Converted to Vega 5C
in acc, Inglewood, Calif., 3/26/30. Nor de¬
Sold to Asa Candler, Jr., Atlanta (1929- under ATC 384 on 2/13/34. Charles H.
livered and license canceled.
Dadd, Glendale, Calif. (1937-41). Miguel
GO); destroyed hanger fire 3/4/30.
A. Zuniga, Mexico, D.F. (1941-42), with Gn 114
On 106 Wasp SCI #2440. Leased as an airliner, Type Vega
flying for Li'neas Aereas Mineras, SA. Model 5
Type Vega
(LAMSA), Mazarlan, Sin., in which Zuniga Reg 103N (canceled)
Model 50
had an interest. Wasp replacements Mfg 9/29
Reg NC 537M
1941-42: #1679, #1340, #2440, Eng —
Mfg 5/30
#2005. Acc Parral, Chihuahua, 11/16/42, ATC 93
Eng P&W Wasp #2006
no injuries. Dismantled at LAMSA shops in Fuselage only,- partially completed, con¬
ATC 227
Torreon. Parrs used on other Vegas of verted to 7P Vega under ATC 227, and
Sold to Wedell-Wiluams Air Service, Inc., line. given c/n 126 (q.v.).
New Orleans (1930-31); used as airliner.
Washed our Marshall, Texas, 1/7/31. Gn 110 Gn 115
Type Vega Type Vega
Gn 107 Model — Model —
Type Vega Executive
Reg 541M (canceled) Reg 104N (canceled)
Model 5A
Mfg early 1930 Mfg 9/29
Eng — Eng —
Reg NC 538M
Mfg 11 /29
ATC — ATC —
Eng P&W Wasp #1927 LAC wrote CAA 6/3/30: "Plane % com¬ Fuselage only. LAC writes CAA 7/2/30:
ATC 93 pleted. Uncertain as to immediate com¬ "Cancel registration as this is a shell only,
pletion." Reg canceled and incomplete nor even partially complete and in stor¬
Demonstrator for DAC (1929-31), and
plane doubtless used as replacement, a age."
for personal transport of DAC president
repair or new job.
Edward S. Evans. Wasp #2851 installed. Gn 116
Used by Amelia Earhart to set NAA wom¬ Gn 111
Type Explorer
en's speed trial record 11/29. Acc 7/8/31 Type Vega Model 4
Port Columbus, Ohio; rebuilt as Vega 5C Model — Reg NR 856H
by LAC 1931. Converted to 7P under ATC Reg 100N (temporary) Mfg 9/29
384, with larger rail and Airwheels. Mfg 11/29 Eng P&W Wasp #1555
Washed our Greencastle, Ind., 10/14/31. Eng P&W Wasp #2006 ATC none
Wing used to rebuild c/n 99 (q.v.). ATC —
Duilrfor A. Harold Dromley’s projected Ta¬
Uncompleted. LAC wrote CAA 9/24/30 to coma to Tokyo flight, using portions of
Gn 108
effect that NC 100N had been disman¬ wrecked Explorer c/n 2 (q.v.) Same reg
Type Vega Executive tled and would nor be flown. Requested os original and also named City of Ta¬
Model 5A cancellation of temporary registration. coma. Equipped with belly skid and pro¬
Reg NC 539M, NO 539M, XA-DFP
Gn 112 vision made for dropable l/g. Had an
(Mexico)
experimental counterbalanced vertical
Mfg 1 /30 Type Vega
rudder. Washed our Durbank, Calif., 9/18/
Eng P&W Wasp SCI #2254 Model 5D
29, on first rest when rudder tore off in
ATC 93 Reg NR 500V
flight. Test pilot Herb Fahy injured. Later
Sold to Shell Petroleum Corp., Sr. Louis Mfg early 1930
a third Explorer built for Dromley, c/n 147
(1930-34). Acc Mitchel Field, N.Y., 2/16/ Eng P&W Wasp C
(q.v.)
30; rebuilt by LAC. Flown by James H. ATC 227
Doolittle and James G. Haizlip on various Sold to John Henry Mears, N.Y.C. (1930), Gn 117
cross-country and racing missions. Con¬ for round-the-world flight. Special radio Type Vega
verted to Vega 5C under ATC 384, 2/13/ and equipment; prd red and silver, Model 5D
34. General Tire & Rudder Co. , Akron (1934- named City of New York Pilot Henry J. Reg NC 105N, NR 105N
37). Named Miss Streamline; flown by Drown. Flight begun; crashed Harbour Mfg late 1929
Roy W. Drown; Wasp #2246 installed Grace, Newfoundland, 8/3/30. Drown Eng P&W Wasp C #2038
1936. Tpansportes Aereos de Chiapas, SA. and Mears unhurt. ATC 227
222 APPENDIX

C/n 117: Sranavo Eagle becomes Cosro's Crystal City.

Sold to Standard Oil Development Co., Mattern, Inc.,Chicago, III. (1933). Landing
N.Y.C. (1929-05). Used for testing and gear, stabilizer, gas ranks of c/n 69 (q.v.)
evaluation of aviation fuels, oils, and lu¬ installed. Registration changed to that of
bricants, and for advertising by affiliated c/n 69, NR 869E, bur full-length eagle
Standard Oil of New Jersey and the Sra- paint job retained, red on blue and
vano Specification Board. Flown by Maj. white. Named Century of Progress. Wasp
Edwin E. Aldrin, Robert Ellis, Will W. White, C #1677 installed. Mattern made first
and other Sravano pilots. Originally prd N.Y.C.-Norway nonstop flight 6/3-
red, white trim,- later with full-length sim¬ 4/33. Went on in round-the-world solo
ulated eagle paint job, white on red, and flight attempt; cracked up 80 miles west
still later red on white. Named No. 6, and of Anadyr, Siberia, 6/33. Mattern unhurt.
unofficially called the Sranavo Eagle, and Plane abandoned.
The Flying Trademark. Joseph Costa, Cor¬
Gn 119
ning, N.Y, (1936-37). Prd white, named
Crystal City; prepared for South American Type Vega
flight with possible South Atlantic hop to Model 5B
Portugal. Washed our Conceiqao do Reg NC 102W
Serro, Minas Gerais, Brazil, 1/15/37. Costa Mfg 3/30
unhurt. Eng P&W Wasp #1427
ATC 227
Sold to Alaska-Washington Airways, Inc., Se¬
Gn 118
attle (1930); airline operation on floats.
Type Vega Caught fire and burned after forced land¬
Model 5B ing Kingston, Wash., 8/4/30. No injuries.
Reg NC 106N, NR 869E
Mfg late 1929 Gn 120
Eng — Type Vega
ATC 227 Model 5B
Sold to Standard Oil Development Co., Reg NC 103W
N.Y.C. (1929-33). Standard Oil's Vega Mfg 3/4/30
c/n 20 traded in to LAC and its engine, Eng P&W Wasp # 1555
P&W Wasp CB #853, installed in this ATC 221
ship. Flown by Sranavo pilots to set sev¬ Sold to Alaska-Washington Airways, Inc., Se¬
eral intercity speed records. Originally prd attle (1930); airline operation on floats.
white, red lettering; then with eagle out¬ Lost our of Prince Rupert, B.C., 10/28/30,
line, and later with full-length simulated w/pilot Robert Renehan, 2 others.
eagle paint job, red on white. Named
No. 1, and also called Sranavo Eagle and Gn 121
The Flying Trademark, like its sister ship Type Vega
c/n 117. Used 1930 by Foreign Advertis¬ Model 5B
ing & Service Bureau of New York, with Reg NC 104W, XA-BKF, XA-FAF
pilots Will W. White and Clement Mc¬ (Mexico)
Mullen for goodwill flight N.Y.C.-Buenos Mfg 4/30
Aires 2/14—19/30. Set speed records Eng P&W Wasp C #2896
every leg of 51-hour-36-min flight. Jimmie ATC 227
Sold to Wedell-William5 Air Service, Inc., Pat¬
terson, La. (1930-36), Converted to
Vega 5C under ATC 384 on 3/20/35, rear
cabin metal-lined. North American Avi¬
ation, Inc., N.Y.C. (1936). Charles H. Badd,
Glendale, Calif. (1938), with Wasp SD
#435IX. Lineas Aereas Mineras, S.A.
(LAMSA), Mazatlan, Sin., Mexico (1939—
44); cost $7,500; prd dark green, ivory
trim. Damaged in hurricane which col¬
lapsed hanger roof Mazatlan 10/43; re¬
built in LAMSA shops at Torreon. Lineas
Aereas Mexicanas, S.A. (also LAMSA), Mex¬
ico, D.F. (1944-46).Capt. Carlos Cervantes
Perez, Ensenada, B.C., Mexico (1946-47);
Pedro Marrique Filatti, Mexico, D.F.
(1947-?). Rented to Servicio Aereo Pan-
ini for service between Mexico, D.F., and
Tlapa, Gro. Final disposition unknown.
Gn 122
Type Vega
Model 5B/5C
Reg NC 105W, NR 105W
Mfg 6/30
Eng P&W Wasp S 3088
ATC 227/384
Sold to F. C. FIall, Oklahoma City (1930-
32). Prd white, blue trim. Named Winnie
Mae (Later The Winnie Mae of Okla¬
homa). Flown by Hall's personal pilot,
Wiley Post. Won Los Angeles-Chicago
nonstop race of 1930 NAR. Record flight
around the world with Post and Harold
Garty, 6/23-7/1/31. Wiley Post, Okla¬
homa City (1932). W. M. Fain, Oklahoma
City (1932-33); Fain & Post Drilling Co.,
Oklahoma City (1933-35). Acc Chicka-
sha, Okla. 4/22/33. Repaired. Flown by
Post on record solo flight around the
world 7/15-22/33. Badly damaged in
acc Quincy, III. 9/21/33. Rebuilt by Braniff
at Oklahoma City. Used by Post in high-
altitude flight experiments, 1934-35.
Equipped with dropable l/g and belly
 APPENDIX 223

skid. Wiley Post, Oklahoma Cify (1935).- Sold to Temple Bowen, Bowen Air Lines, Fort near Walsenburg, Colo., 9/28/36. Pilot C.
Purchased by Acr of Congress 1935 and Worth (1930). Destroyed by tornado H. Chidlaw and wo passengers killed.
on prominent display ar National ’Aiit and three days after factory completion dare
C/n 100
Space Museum, Washington, D.C. at Houston 8/1/30.
Type Air Express
C/n 123 Model Special
C/n 127
Reg NR 974Y, NC 974Y
Type Vega Type Vega
Mfa 5/31
Model 5D Model 5B
Eng P&W Wasp #3899
Reg NC 106W Reg NC 161W, XA-DAM (Mexico)
ATC none
Mfg 4/30 Mfg 7/30
Eng P&W Wasp C #2898 Eng P&W Wasp C #3167 Originally ordered by Louis Wasmer, Spo¬
ATC 227 ATC 227 kane, Wash., and begun in mid-1930
with reg 177W (unapplied). Order can¬
Sold to Julian Oil & Royalties Co., Okla¬ Sold to Bowen Air Lines, Fort Worth (1930-
celed; ship nor completed until 1931.
homa City (1930-31). Named The Cher¬ 36); flown on Bowen routes, converted
Sold to Atlantic Exhibition Co., Inc., N.Y.C.
okee, piloted by L. E. Gray: W. M. Newton, to Vega 5C under ATC 384 as of 4/22/35.
(1931-32), for transatlantic flight to be
Oklahoma City (1931). Bpaniff Airways, Chemical Process Co., Breckenridge, Texas
attempted by Laura Ingalls; flight nor
Inc., Oklahoma City (1931-34); in ser¬ (1937-?). Charles H. Bard, Glendale,
made. O. J. Whitney, Inc., Jackson Heights,
vice on airline routes. Crashed near Co¬ Calif. (1942), with Wasp SC! #5012.
N.Y. (1932-33). Laura Ingalls, Garden
lumbia, Mo., 12/8/34. Pilot Lewis Dowen Lineas Aereas Mineras, S.A. (LA/VISA), Mazarlan,
City, N.Y. (1933-36); converted to Air Ex¬
killed. Sin., Mexico (1943-44); Lineas Aereas Mexi¬
press 3 under ATC 102 as of 5/1/33, with
canas, S.A. (also LAAASA), Mexico, D.F.
Wasp #1670. Flown by Miss Ingalls
C/n 124 (1944-49). Dismantled c. 6/49.
around Sourh America, 2/28-4/25/34,
Type Vega for which she received Harmon Trophy.
Model 5B C/n 126 Charles H. Babb, Glendale Calif. (1936).
Reg NC 107W, XA-BFR (Mexico) Type Vega Chojin & Takamoto Masakatsu, Alameda,
Mfg 4/30 Model 5B Calif. (1936-40) (these brothers
Eng P&W Wasp #3160 Reg NC 162W planned, bur never made, a nonstop
ATC 227 Mfg 7/30 flight to Japan). Richard W. Snell, Berke¬
Sold to W. T. Ponder, Dallas (1931-32). Eng P&W Wasp #3200 ley, Calif. (1940-41); Pacific Aipmotive
ATC 221 Corp., Oakland, Calif. (1941-42). Staked
Bowen Air Lines,Fort Worth (1932-36);
converted to Vega 5C under ATC 384 as our during WW II near Reno; destroyed c.
Sold to William H. Dunning, Sequoia Oil Co.,
of 4/22/35. Lineas Aereas Mineras, 5.A., Ma- 1942 by windstorm.
Fort Worth, and Beverly Hills (1930-32).
zarlan, Sin., Mexico (1937-38), with Windows blocked our and bore name of On 131
Wasp C #2909; cost $5000; prd red, ivory "Air Express & Trading Co." (1930). A. Type Air Express
wings. Flown on LAM5A airline routes. Weston Kimball, Kimball Flying Service, Sac¬
Model 3
Crashed Mexico, D.F., 5/5/38. Pilot Miguel ramento (1932—33); J. B. Miller, Los An¬ Reg 182W (canceled)
Angel Padilla killed, five passengers in¬ geles (1933). Shell Aviation Co., Ltd., San Mfg mid-1930
jured. Francisco (1933); named Shell Oil No. 6. Eng —
Plane "practically washed out" acc near ATC 102
On 125 Pasco, Wash., 11/11/33; pilot William G.
Ordered by Sam Wilson, Spokane, Wash.,
Type Vega Fletcher killed. Rebuilt with new fuse¬
who placed the order through Vance
Model 5B lage, etc., for Charles H. Babb, Burbank,
Breece, then a salesman-rest pilot for
Reg NC 152W, XA-DAH (Mexico) Calif. (1934). H. C. Lippiatt, Burbank
LAC and DAC. Apparently never com¬
Mfg early 1930 (1935). Hans Mirow, Mirow Air Service,
pleted.
Eng P&W Wasp C #3161 Nome (1935-42). Accs Nome 4/28/36,
ATC 227 Nome 4/8/38, Anchorage 4/16/40; re¬ C/n 132
paired and rebuilt in Seattle each time. Type Vega Executive
Sold to Beardsley & Piper, Chicago (1930-
Alaska Star Airlines, Anchorage (1942-
42); used by partners of engineering firm Model 5A
44); Alaska Airlines, Inc., Anchorage Reg NC 904Y
as executive transport; prd red, gold trim.
(1944). Crashed and burned Sourh Fork Mfg mid-1930
Lineas Aereas Mineras, S.A. (LAMSA), Maza-
of Kuskokwin River 8/2/44. Pilot, four pas¬ Eng P&W Wasp #3195
rlan, Sin., Mexico (1942-44); prd brown,
sengers escaped. ATC 93
with white arrow; flown on airline routes.
Cracked up San Luis Porosi 5/11/44. No Sold to McAleer Manufacturing Co. Detroit
injuries. Parrs used to maintain other C/n 129 (1930-34); ptd black, yellow trim,
Vegas for successor airline (after 1944) Type Vega named Miss McAleer; used for advertising
Lineas Aereas Mexicanas, S.A (also Model 5B and executive transport by industrial pol¬
LAAASA), Mexico, D.F. Reg NC 176W ish firm. Acc Flint, Mich., 6/24/31; re¬
Mfg 9/30 paired by DAC. Flown by Capr. Russell A.
CJn 126 Eng P&W Wasp #3164 Young. Central Airlines, Inc., Pittsburgh
ATC 227 (1934); converted to airline service for
Type Vega
Model 5B Sold to Bowen Air Lines, Fort Worth (1930- their routes. Crashed near Everett, Pa.,
Reg NC 160W 35); airliner on Bowen routes. Accs Hous¬ 9/12/34, on charter flight with rear gas
Mfg 7/29/30 ton, 12/11/30, and Jewett, Texas, 1/22/ from Pittsburgh to Providence, R.I. Pilot
Eng P&W Wasp #3164 31; repaired. Varney AirTransport, El Paso (CA operations mgr. Theodore Taney)
ATC 227 (1935-36). Crashed Rattlesnake Butte, killed when chute failed.
224 APPENDIX

C/n 100 Lithuania. Cracked up near Dallinrode, (1931). Sold ro New York & Western Airlines,
Ireland, 9/22/35; Waitkus unhurt. Rebuilt Inc., Pittsburgh (1931). Repossessed by
Type Vega
Model 5D In Lithuania. Lithuanian Air Corps, Kaunas DAC 1931. Transcontinental & Western Air,
(1936-?). Supposed to have later been Inc., Kansas City (1932-34). Run into by
Reg NC 905Y, XA-DED (Mexico)
Mfg 9/30 taken ro Moscow when government another plane on ground, Oklahoma
Eng P&W Wasp C #3201 token over by U.S.S.R. in 1940. City 12/4/32; repaired by TWA at Kansas
ATC 227 City- Varney Speed Lines, Inc., El Paso (1934-
35); Vat, Inc., El Paso (1935-37). Washed
Sold ro Kessler Oil & Gas Co., Oklahoma City C/n 135
our El Paso 4/27/37. No injuries.
(1930), pilot Ted Hurlbut. Den H. Wofford, Type Vega
Tulsa (1931). F. C. Hall, Oklahoma City Model DL-1 On 137
(1931-32); prd white, blue trim; named Reg NC 497H Type Vega
Winnie Mae of OR I a homo Cry, OR la.— Mfg 2/27/30 (Detroit) Model DL-1 D
the third and last of Hall's Vegas of simi¬ Eng P&W Wasp #2095 Reg NC 288W
lar name. Pilot for first three owners also ATC none Mfg 6/30 (Detroit)
Frank Hover. Hal Poach Studios, Culver Eng P&W Wasp
First Vega assembled by DAC, using Dur¬
City (1932-33); Hanford's Tri-State Air¬ ATC 308
alumin fuselage built at Detroit and
lines, Inc. (later Hanford Airlines, Inc.),
wooden wing shipped from LAC. Used as Demonstrator for DAC (1930-31). Sold ro
Sioux City, Iowa, and Kansas City (1933-
demonstrator by DAC (1930-31). Used New York & Western Airlines, Inc., Pittsburgh
38). Flown on Midwest routes. Name
by Amelia Earharr ro set three NAA (1931); repossessed by DAC (1931).
changed ro Mid-Continent Airlines, Kansas
speed/load trials records for women Transcontinental & Western Air, Inc., Kansas
City (1938-41). Charles H. Dadd, Glen¬
6/30. Acc Lenox, Tenn., 7/23/30, pilot City (1932-33); Hanford's Tri-State Air¬
dale, Calif. (1942). Lineas Aereas Mineras,
Luke Christopher of NAA. Rebuilt and re¬ lines, Inc., Sioux dry, Iowa (1934-35).
S.A. Mazarlan, Sin., Mexico (1943-44);
modeled by DAC as Vega DL-1D under Varney Air Transport, El Paso (1935-37),
cost $7,500; prd red, white trim. Acc Dur¬
ATC 308, with wire-braced Hi-Speed l/g. succeeded by Continental Air Lines, Inc.,
ango 4/1/43; repaired in LAMSA shops at
Leased for use by New York & Western Denver (1937-41). Jerome Martin, El Paso
Torreon. Lineas Aereas Mexicanas, S.A. (also
Airlines, Inc., Pittsburgh (1931), and (1941-47). New Mexico Doard of Educa¬
LAMSA), Mexico, D.F. (1944-45?); dam¬
Transcontinental & Western Air, Inc., tion, Las Cruces, N.M. (1948-?); used
aged acc Tayolrira, Dur., c. 1945. Dis¬
Kansas City (1931-32). Sold ro Trans¬ for vocational education,- dismantled,
assembled and parrs sold (see c/n 60).
continental & Western Air, Inc., N.Y.C. scrapped.
(1932-34); flown on TWA airline routes;
C/n 104 On 138
their #253. Cracked up Sr. James, Mo.,
Type Vega 1/31/34. Nor rebuilt. Type Vega
Model 5D Model 5C
Reg NC 926Y, NR 926Y Reg NC 934Y
Mfg 1930 C/n 136 Mfg late 1930
Eng P&W Wasp #2100 Type Vega Eng P&W Wasp #3463
ATC 227 Model DL-1 D ATC 384
Sold to Shell Oil Co., San Francisco Reg NC 483M Sold to Margery Durant, Old Wesrbury, L.I.,
(1930-35). Prd orange-yellow, red trim,- Mfg 2/27/30 (Detroit) N.Y. (1930-33), for personal transport,
named No. 4, flown by Shell aviation Eng P&W Wasp pilot Charles La Jorre,- named Ariel. Accs
mgr. Maj. John Macready and others. Lr. ATC 308 Roosevelt Field, N.Y., 12/22/30, and
Felix Waitkus, American-Lithuanian Trans¬ Demonstrator for DAC (1930-31), re¬ Santa Darbara, Calif., 3/22/31; repaired.
Chicago (1935); prd
atlantic Flight Assn., ceived ATC during this period. Under Flown 1931 on pleasure trip ro points in
white, gold trim; named Liruanica II. At¬ lease to Pittsburgh Airways, Inc. '(New Europe, Africa, the Near East. Rodert L.
tempted nonstop flight N.Y.C.-Kaunas, York & Western Airlines, Inc.), Pittsburgh Copsey, Mercer Air Service, Newark (later

C/n 136: Second DL-1 Vega wirh TWA. After being damaged by
C/n 135: Assembly of first Vega wirh Duralumin fuselage, ar Derroir ground collision wirh another plane, its new rail had o mix-up in
Aircraft Company's plant in Detroit painted numbers.
 APPENDIX 225

Summit, N.J.) (1933-04). Central Airlines, ■ C/n 141 passenger Herb Condie left via para¬
Inc., Pittsburgh (1934). Washed our Pitts¬ Type Sirius chute when ailerons became detached
burgh 6/1/34. Model 8 in flight.

On 109 Reg NC 349V

Mfg 2/10/30
Type Vega On 145
Eng P&W Wasp C #2100
Model 5D Type Sirius (later Alrair)
ATC 300
Reg NC 997N, XA-DIT (Mexico) Model 8A
Mfg 3/31 (Patterson, La.) Shell Oil Co. (later Shell Aviation Co, Ltd.),
Reg NC15W, NR15W
Eng P&W Wasp San Francisco (1930). Prd orange-yellow
Mfg 3/13/30
ATC 227 and red. Flown by Shell's aviation mgr.
Eng P&W Wasp C #2851
Maj. John A. Macready on unofficial
Parts shipped to Patterson, La., and as¬ ATC 300
speed trials and cross-country trips. Devel¬
sembled by Wedell-Williams Air Service, Experimental Sirius demonstrator for LAC
oped wing flutter at air show, Tracy,
Inc., Patterson and New Orleans (1931- (1930-31). Flight tests as regular Sirius
Calif., 10/30 and returned to LAC. Dis¬
36); flown on airline routes. Converted to 4/30, and with new type fin and rudder
mantled and scrapped 12/30.
Vega 5C under ATC 384 as of 3/3/35. 7/30. Converted to Alrair & reg NR on 5/
Charles H. Dadd, Glendale, Calif. (1937). 29/31. Sold to James Goodwin Hall, N.Y.C.
C/n 142
Transportes Aereas de Chiapas, S.A., Mexico, (1931). Prd yellow and black; named
D.F. (1937); used as TACSA airliner. Pun Type Sirius
The Crusader, for anri-Prohibirion organi¬
into by truck, Minarirlan, Veracruz, 9/10/ Model 8
zation in which Hall was an officer. Used
37, repaired. Fritz Dieler, Mexico, D.F. Reg NR 12W
for intercity speed record flights and in
(1937-42). Dieler hired to fly for Cia. Mfg 3/13/30
1931 NAR. Crashed Meiers Corner, Staten
Aeronautica Francisco Sarabia, S.A., (suc¬
Eng P&W Wasp C #2110
Island, N.Y., 9/29/31. Passenger Peter J.
cessor to TACSA) during an emergency, ATC 300
Brady and housewife on ground killed;
1942. Because of owner's German citi¬ Built for use of Mexican flyer Roberto Hall miraculously escaped unhurt.
zenship, Vega impounded by Mexican Fierro. Flown as demonstrator by LAC
government 1942; overhauled by Cia. and DAC. Crashed Roscommon, Mich.,
Mexicana de Aviacion shops, and used 4/25/30. Pilot Herbert J. Fahy killed; pas¬ On 146
by Minister of Communications. Col. senger (Mrs. Claire Fahy) unhurt. Type Sirius
Roberto Fierro, Mexico, D.F. (1944-45). Model 8A
Cia. Transportes Aereas de Sonora, S.A., On 143 Reg NC 16W
Guaymas, Son. (1945-46). Declared Type Sirius (later Alrair 8D) Mfg 3/13/30
unairworthy 1946. Presumed scrapped. Model 8A Eng P&W Wasp C #2110
C/n 140 Reg NC 13W ATC 300
Mfg 3/13/30 Sold to Stafford L Lambert, Sappingron
Type Sirius Eng P&W Wasp #2854
Model 8 (later 8 Special as seaplane) Mo. (1930-32), for sports flying. The Texas
ATC 300 Co., N.Y.C., (1932-33); prd red and
Reg NR 211
Mfg 10-11/29 Sold to Joan Fay Shankle (Mrs. Clarence E.), white,- named Texaco 16; flown by J. D.
Eng P&W Wasp #2099 Boston,- Ft. Sill, Okla., and Tubac, Ariz. Jernigan. Waco Sales of New York, Inc.,
(1930-36). Flown by both Capr. & Mrs. Roosevelt Field, N.Y. (1933-34); Diversi¬
ATC none (300)
Shankle on cross-country trips and by Mrs. fied Shares, Inc., Cleveland (later Dubois,
Developed by LAC to specifications of Shankle in 1930 NAR. Converted to Alrair Wyo.) (1934-35). Cuban Naval Air Force,
Col. Charles Lindbergh. Degun as an Ex¬ 8D under ATC Memo 2-423 of 10/8/32. Havana (1935-45); prd. with naval insig¬
plorer (temporary reg 139N), nor eligible Acquired and flown by Clarence Cham¬ nia; rear cockpit closed off; named 4 de
for NR reg. Completed 11/29 as Sirius 8, berlin, Jersey City, bur registered to Louise Sepriembre. Flown by Lr. Antonio Menen-
Sold to Charles A. Lindbergh, N.Y.C. (1930- Ashby (Chamberlin), Fort Fairfield, Maine, & dez y Palaez from Havana to Brazil, and
34); prd black, orange wings. Carefully East Orange, N.J. (1936-40). Chamberlin across the South Atlantic to Seville, Spain,
rested by Lindbergh before record trans¬ named ship Miss Srrarosphere, planned 1-2/36. Reported destroyed in hangar
continental flight 4/20/30. First Lockheed new Atlantic flight bur did nor make it. fire Havana 1945.
to be fitted with sliding cockpit canopies. Sold through broker Charles H. Babb,
WC 1820 #13461 installed 8/30. Con¬ N.Y.C. (1940). Reported acquired by U.S.
verted to Sirius 8 Special as seaplane, Army Engineer's Office for use outside C/n 147
early 1931. Flown on Lindbergh survey the U.S. Said to have been cracked up by Type Explorer
flights, Pan American Airways 7-10/31, Army pilot during WW II in vicinity of Bak¬ Model 7 (special)
and 7-12/33, covering North Pacific, ersfield, Calif. Reg NR 100W
North Atlantic, and South Atlantic routes.
Mfg 3/30
Damaged Hankow, China, 10/2/31; re¬ On 144 Eng P&W Wasp C #2853
turned to U S. and rebuilt by LAC. New
Type Sirius ATC None
WC engine and floats with fuel -ranks in¬
stalled; prd black, red wings. Finally
Model 8 Longer wing than contemporary Sirius
named Tingmissorfoq 1933. Presented
Reg NC14W models, and single cockpit; 900-gal gas
1934 to American Museum of Natural
Mfg 3/13/30 capacity. Built for projected Tacoma-
Eng P&W Wasp C #2140 Tokyo flight by Harold Bromley, named
History, N.Y.C On exhibit there, and at

Air Force Museum, Wright-Parterson AFD,

ATC 300 dry of Tacomo; rhird plane of this name
Ohio (1934-60). National Air Museum Demonstrator for LAC and DAC, pilot Her¬ (see c/n 2 and c/n 116). During rests by
Smithsonian Institution, Washington, D.C. bert J. Fahy. Washed our Sr. Louis 4/12/ LAC, crashed Muroc Dry Lake, Calif., 5/24/
(1960—); on prominent exhibition. 30. Pilot Stafford L. (Casey) Lambert and 30. LAC rest pilot H. W. Carlin killed.
226 APPENDIX

On 146 one reported at Detroit 9/14/05. Appar¬ shipped ro England 1905. Attempted
Type Explorer ently kept (bur never repaired) by London-Melbourne flight 11/05, disap¬
Model 7 (special) Skyways, Inc., Cleveland (1905-07) and peared over Bay of Bengal 11/8/05 with
Reg NR101W Samuel R. Sague, Cleveland (1907). Kingsford-Smith and Tommy Perhy-
Mfg 4/00 bridge. Wheel from ship found floating
On 151
Eng P&W Wasp C #0172 off Burma 6/1/07.
Type Sirius
ATC None On 150
Model 8A
Originally builr for projected Paris-N.Y.C. Reg NC 117W Type Sirius (later Alrair), YIC-25 (U.S.
flight by Col, Arthur C. Goebel, Single Mfg 4/18/00 Army)
cockpit; 800-gal gas capacity; prd. blue Eng P&W Wasp C #0100 Model 8A
and yellow,- named Yankee Doodle. ATC 000 Reg XII9W, NR 119W, AC. 02-090
Goebel did nor rake delivery. Sold to Pure Mfg 4/18/00
Sold ro Air Services, Inc., Roosevelt Field,
Oil Co,, Chicago (1900). Used for adver¬ Eng P&W Wasp C
N.Y. (1900-02); prd white, red trim. Ed¬
tising, and prepared for flight from N.Y.C. ATC 000
ward H. Conerton, Mineola, N.Y. (1902-
ro Paris (or Pome) with pilot Roy W.
00); John English, Schenectady (1900). Regular Sirius builr by LAC. Approved
Ammel; prd blue, white lettering,- named
Cracked up Raleigh, N.C., 1900. Frank 9/19/00 for experiments with retractable
Blue Flash. Damaged in ground fire Gila l/g: first Lockheed to be equipped with
Cordova, Roosevelt Field (1900);
Bend, Ariz., summer 1900; repaired at
Anthony Stinis, Floyd Bennett Field, N.Y. fully retractable l/g. Tests made by Vance
LAC Ammel made first nonstop flight
(1900-04). Repaired; Wasp #1921 Breese and Marshall Headle. Officially
N.Y.C.-Canal Zone 11/9-10/00. Cracked
installed 5/04, Paramount Productions, converted ro Alrair, with Wasp B, as of 0/
up Ancon, C.Z., 11/21/00; Ammel in¬
Inc., Jersey City (1904-06). United Air 7/01. Turned over ro U.S. Army Ar Corps,
jured. Wing salvaged and eventually in¬
Services, Ltd. (A. Paul Mantz), Burbank, Bolling Field, Washington, D.C. (1901 —
corporated in Orion c/n 195 (q.v.X
Calif. (1906-40); modified as photo 02), for official resting by Corps. Flown by
C/n 149 plane, wirrh swivel cockpit camera and Capt. Ira C. Eaker on crosscountry flights,
wing cameras 9/07; Wasp SCI #1815 in¬ and in both the Bendix and Thompson
Type Sirius
stalled 7/08. Crashed after midair colli¬ races ar 1901 NAR Fitted with P&W R-
Model 8
sion Downey, Calif., 5/9/40. Pilot Walter 1040-17 #920. Prd blue and yellow,
Reg XB-ADA (Mexico)
Quinton and two passengers killed. Army striping on tail, bur civil reg re¬
Mfg 4/00
tained. Officially acquired by US-AAC 11/
Eng P&W Wasp #2889 On 152
01 and stationed ar Wright Field, Ohio.
ATC 000 Type Sirius (later Alrair 8D) Damaged in belly-landing, written off 6/
Sold to Col. Roberto Fierro, Mexican Army Model 8A (later 8 Special) 02. Hulk destroyed in rests of bottled car¬
Air Force, Mexico, D.F. (1900-06). For Reg NR 118W, NC 118W, X 118W, bon dioxide fire extinguishers Wright
use in special long-distance and record VH-USB (Australia), G-ADUS Field 9/27/02. Total flying hours: 150.
attempts,- prd. white, sun red trim,- (G.B.)
named Anahuac. Fierro and mechanic- Mfg 7/21/00 C/n 154
copilot Arnulfo Cortes made first nonstop Eng P&W Wasp #0104 Type Vega
flight N.Y.C.-Mexico, D.F., 6/21/00. Used ATC 000 Model DL-1B
for various duties by Mexican Army Air Builr for Capt. George R Hutchinson, Balti¬ Reg NC 8497
Force, with their insignia. Eventually be¬ more, Md. (1900-01), to be used on Mfg 1900 (Detroit)
came Gen. Fierro's personal plane in rec¬ New York—Paris record flight attempt. Eng P&W Wasp
ognition of his flight. Sold to Spanish Forward cockpit closed off, special ranks,- ATC 008
agents 1906, rumored price $25,000. named Richmond, Virginia, U.5.A. Demonstrator for DAC (1900-01).
Flown by Spanish Republican Air Force Cracked up Los Angeles 8/2/00; flight Leased to Bran iff Airways, Inc., Okla¬
(1907-?) Reported lost on Basque front plans abandoned. Rebuilt by LAC. homa City (summer 1901). On return
prior to 8/22/07. Douglas Fairbanks & Victor Fleming, Beverly ferry flight ro DAC, crashed Chicago 7/12/
Hills, Calif. (1901), for sports flying by the 01. Pilot Chester R Bailes and a passen¬
On 150
actor and director. Victor Fleming, Culver ger killed.
Type Sirius City, Calif. (1902-04). Converted ro Sirius
Model 8C On 155
8 Special, reg under ATC Memo 2-400
Reg NR116W, NC 116W of 2/4/02. Sold back ro LAC in 1904 and Type Vega
Mfg 4/18/00 converted ro Alrair 8D with Wasp SE Model DL-1 Special
Eng P&W Wasp C #0087 #5222 installed, and new wing with 2° Reg G-ABGK (G.B.), VH-UVK
ATC none dihedral. Sir Charles Kingsford-Smith, Lon- (Australia), A42-1 (RAAF)
Special model called Sport Cabin Sirius gueville, N.S.W., Australia (1904-05); re¬ Mfg 10/00 (Detroit)
with both tandem cockpits and rwo- built to qualify for MacRobertson Race Eng P&W Wasp Cl
place cabin. Sold ro Hugo Walter London-Melbourne, 10/04; prd blue and ATC Memo 2-016 of 1 /0/01
Blumenthal, N.Y.C. (1900-02). Reg NC silver, named Anzac. Shipped ro Aus¬ Sold ro Lt. Comdr. Glen Kidston, London
under ATC Memo 2-074 of 8/10/01. Prd tralia, renamed Lady Southern Cross; (1900-01); prd white, black trim,- to be
red and white; piloted by Jimmy Collins withdrawn from race. Flown by Kings- used for sport and commercial flying. Set
until Blumenthal iearned to fly. Bernarr ford-Smith and Capt. P. G. Taylor on first London-Paris intercity record 1901; also
Macfadden, N.Y.C. (1902-00); Katherine Australia-U.S. flight 10/21-11/4/04. Al¬ new London-Caperown speed record
Daufkirch, East Elmonr, N.Y. (1900); tered under ATC Memo 2-420 and en¬ 0/01-4/6/01, with Kidston, pilot Owen
Interstate Aeronautical Corp., Cleveland gine modified ro SCI ro conform ro Carthcart-Jones, a radio operator and a
(1900-05). Involved three accs, final British airworthiness requirements. Plane mechanic. Use of plane administered by

q rrusr after Kidsron's death (1931-34).
H. C, Miller,, Perth, Australia (1934-?).
Only Lockheed entry in the’ Mac-
Pobertson Pace London-Melbourne 10/
34; flown by James Woods and D. C. T.
Dennett; named Puck. Cracked up
Aleppo, Syria, 10/21/34, Woods and Den¬
nett injured. Eventually shipped to Aus¬
tralia and rebuilt. Poyal Australian Air
Force, Melbourne (1942-45); impressed
into PAAF service as auxiliary plane.
Scrapped 10/45.
Gn 156
Type Vega
Model DL-1
Reg NC 8495, 239M
Mfg 11/30 (Detroit)
Eng P&W Wasp #3537
ATC 308
Sold to Dowen Air Lines, Fort Worth (1930—
32); The Texas Company, N.Y.C. (1932); Staf¬
ford L. Umdert, Drooklyn, N.Y., & Minoc-
qua, Wis. (1932), with P&W Wasp
#2909. Standard Oil Co. of New Jersey,
N.Y.C., (1932—34). Equipped with Air
Wheels, given Sranavo Eagle paint job.
Flown by James Matrern, Toronro-N.Y.C.
7/30/33, making first international radio
broadcast from an airplane, en route.
Central Airlines, Inc., Pittsburgh (1934);
Draniff Airways, Inc., Oklahoma City
(1934-37). Draniff #10. General Tire &
Pubder Co., Akron (1937-40). Pe-reg. NC
239M; flown by Poy W. Drown. Named:
Miss Streamline II. Tested with pneumatic
engine suspension, using P&W Wasp
SI D1 #5326. Deech Aircraft Co., Wichita
(1940); FIarry A. Hammill, Austin, Texas
(1940-41); Charles H. Dabb, Glendale,
Calif. (1941). Acc Dallas, Texas, 11/6/41.
Doth wings broken. Nor repaired.
On 157
Type Vega
Model DL-1
Reg NC 8496, XA-DAY (Mexico)
Mfg 11/30 (Detroit)
Eng P&W Wasp
ATC 308
Sold to Dowen Air Lines, Fort Worth (1930-
35); Glen Harroun, Fort Worth (1935);
Edwin W. Pitchey, Fort Worth (1936-41);
Charles H. Dabb Co., Glendale, Calif.
(1942). Lineas Aereas Mineras, S.A. (LAMSA),
Mazarlan, Sin., Mexico (1940-44), with
Wasp Cl #3163. Prd light blue on bare
Duralumin. Lineas Aereas Mexicanas, S.A.
(also LAMSA), Mexico, D.F. (1944-46?).
Cracked up Parral, Chihuahua, c. 1945-
46. No injuries. Sent to LAMSA's Torreon
shops, bur nor repaired.
On 158
Type Vega, YIC-12 (USAAC)
Model DL-1
APPENDIX 227
Peg AC. 31-405 Pichard Von Hake, laid off as chief engi¬
Mfg late 1930 (Detroit) neer of LAC, paid $2,000 to DAC receiv¬
Eng P&W Wasp P-1340-7 ers for a metal Vega fuselage,
ATC - completed the plane from Lockheed
parrs in Durbank, and turned it over to
Standard Derroir-Lockheed Vega DL
LAC for sale. Sold to John Morrell & Co.,
model for Army command transport
Ottumwa, Iowa (1933—34); pilot Cliff
evaluation. Sold to US. Army Air Corps,
Kysor, used for executive transport and
Dayton (1931-35). Tested at Wright
advertising meat products; prd two
Field, Dayton, then assigned to Dolling
shades of green, red insignia; named
Field, Washington, D.C. (1930-32) As¬
Morrell's Pride II. Draniff Airways, Inc.,
signed to 36rh Pursuit Sq., 8rh Pursuit
Oklahoma City (1934-39); converted
Grp., Langley Field, Va. (1932-35), as
''#99'',- later with 59rh Service Sq. as and used as airliner. Lloyd Earl, Fort
"#103." Scrapped at Langley Field as of Worth (1939-42). C. F. Lytle, Green
Construction Co., and Texas & Northern
5/16/35. Total flying hours: 999.
Airways, Sioux City, Iowa (1943-44); cost
C/n 159 $10,000; used for personnel transport in
construction of Whitehorse Division,
Type Vega YIC-17 (USAAC)
Alaska Military Highway. Northern Air Ser¬
Model DL-1 D Special
vice, Fairbanks (1944-48), with Federal
Reg AC. 31-408
Mfg 12/30 (Detroit) skis. Northern Consolidated Airlines, An¬
Eng P&W Wasp P-1340-17 chorage (1948-52), used on air routes,
ATC — with Northwest skis. Pussell Pivers, Fair¬
banks (1952-62); Marvin M. Greenlee,
Single-P Speed Vega, with Hi-5peed,
Fairbanks and Compton, Calif. (1962-
wire-braced l/g, doughnut-tail wheel,
64); Mint Aviation Company, Jack Lowe &
cabin gas ranks, etc. Duralumin fuselage
Pobert L. Taylor, Ottumwa, Iowa (1964-
left bare, yellow wing and army insignia.
68); Pobert L. Taylor, Ottumwa, Iowa
Sold for evaluation to U.S. Army Air Corps,
(1968-83); Tom A. Thomas, Mid-America
Dayton (1930-31). Assigned Wright
Air Group, Frederick, Okla. (1983—).
Field, Ohio; later to Dolling Field, Wash¬
ington, D.C. Used for attempted transcon¬
tinental record flight by Capr. Ira C. Eaker Gn 162
Never assigned, never built.
3/31. Fastest USAAC plane of its rime:
rated 221 mph. Cracked up in forced
landing Tolu, Ky., 3/10/31; Eaker unhurt. Gn 160
Wreckage taken to Wright Field; Never assigned, never built.
scrapped 4/22/31. Total flying hours: 33.
Gn 164
C/n 160
Never assigned, never built.
Type Vega
Model 5C
Gn 165
Reg NC 972Y
Mfg 5/31 Type Sirius (later Alrair DL-2A), Y1C-
23 (USAAC)
Eng P&W Wasp #3898
ATC 384 Model DL-2
Peg X 8494, NP 8494, A.C. 32-232
Wing had been sent to DAC, returned to
Mfg 8/30 (Detroit)
LAC for manufacturing. Sold to Parks Air
Eng P&W Wasp C #2036
College, East Sr. Louis, III. (1931); Phillips
ATC 378
Petroleum Co., Dartlesville, Okla. (1931-
Duilr as Sirius for experiments with metal
36). Aero Transport Corp. Glendale, Calif.
(1936-40), used for charter and movie fuselage by DAC (1930-31). Converted
work. E. Duke Gartner, Palm Springs, Calif. to metal Alrair DL-2A, with Wasp E, re¬
(1940-41); Herbert l. White, California tractable l/g, and 186-gal gas capacity as
Aircraft Corp., Van Nuys, Calif. (1941-
of 4/27/31. Sold to U.S. Army Air Corps,
43). U.S. Engineer's Office, War Department, Washington, D.C. (1931-42). Command
San Francisco (1943), to be operated out¬ transport for use of Asst. Secy, of War F.
side U.S. Destroyed in hangar fire Van Trubee Davison, and Chief of Air Corps
Gen. James E. Fechet; pilot usually Capr.
Nuys 10/10/43.
Ira C. Eaker, also Lr. Elwood P. Quesada.
C/n 161 Official conversion to Alrair under ATC
Type Vega Memo 2-386 of 10/17/31. After rests at
Model DL-1 D Special Wright Field, Ohio, assigned to Dolling
Reg NC 12288 Field, Washington, D.C. (1931-38);
Mfg 3/33 Chanute Field, III. (1938). Condemned
Eng P&W Wasp SCI for further flying 9/23/38. Scrapped 6/42.
ATC Memo 2-448 of 5/29/33 Total flying hours: 1,075.
220 APPENDIX

C/n 166 Mfg 4/01 (1940). Destroyed on ground by fire,

Type Sirius Eng P&W Wasp #0901 Memphis 8/26/43.
Model 8A ATC 421 On 172
Reg NR115W Sold ro Bowen Air Lines, Inc., Fort Worth Type Orion
Mfg 4/00 (1931-04). Gear-up landing Austin, re¬
Model 9
Eng P&W Wasp C #3160 paired by 5/12/01. C. G. Peterson, N.Y.C. Reg NC 975Y, XB-AHQ (Mexico)
ATC 000 (1904). Aerovias Centrales, S.A, Mexico, Mfg 5/01
A standard Sirius wirh extra fuel ranks, full D.F. (1904-05); cost $7,975, wirh Wasp Eng P&W Wasp C# 4217
capaciry 603 gals. Sold ro Emil Salay, #1812. Operated by ACSA (Pan Ameri¬
ATC 421
Treas., Hungarian-American Ocean Flight,
can subsidiary) on Mexican routes. Pan
Sold to New York & Western Airlines, Inc.,
American Airways, Inc., N.Y.C. (1935-06).
Flint, Michigan (1900-31). Prd black and Pittsburgh (1901); prd whire, red trim. Re¬
red, whire trim; named Justice for Hun¬ Based at Brownsville, Texas, wirh new
U.S. reg. Back to Mexico wirh Pan Am possessed by DAC (1931). Philip H. Philbin,
gary. Flown by George Endres and Alex¬ Jr., Air Express Corp., N.Y.C. (1932-33);
ander Wilczek (Magyar) N.Y.C.-Harbour subsidiary Cia. Mexicana de Aviacion, S.A,
Mexico, D.F. (1906). Crashed Pico de Ori¬ ptd silver, green trim; rheir #104. Modi¬
Grace-Bicske (Hungary) 7/15-16/01. fied as cargo carrier. Acc Seligman, Ariz.,
Received $10,000 prize for flight. Plane zaba, Veracruz, 8/3/06. Pilot Joaquin
Rivadeneyra Vasquez killed. 1/25/33; repaired and bought by Pacific
retained by Endres. Hungarian reg (if
Airmotive Corp., Burbank, Calif. (1900).
any) unknown. Crashed and burned Rome C/n 170 San Luis Mining Co., San Francisco (1933-
5/21/02. Endres and Capr. J. Pirray killed.
Type Vega 06); operated for hauling gold our of Tay-
Engine and portions of plane on exhibit olrira, Dur., and Mazatlan, Sin., Mexico,-
Model 5C
in museum at Budapest.
Reg NC 959Y pilor Gordon S. Barry. Lineas Aereas Mineras,
On 167 Mfg 2-0/31 S.A. (LAM5A), Mazatlan (1936-37). Re¬
Type Sirius Eng P&W Wasp #3717 ported sold ro Spanish Republican Gov¬
ATC 384 ernment (1937-?). Disposition unknown.
Model 8A
Reg NC 167W Sold ro Prest-O-Lite Storage Battery Sales
C/n 170
Mfg 7/00 Corp., Indianapolis (1931-06); named
Eng P&W Wasp #3168 Prest-O-Lite II; pilot Dick Knox. Blue Bird Type Orion
ATC 000 Air Service, Inc., Chicago (1906); prd red.
Model 9
Crashed Napierville, III., 9/29/36 while Reg NC 984Y, XA-BEJ (Mexico)
Sold to Wedell-Williams Air Service, Inc., Pat¬
engaged in photographing Burlingron Mfg 5/01
terson. La. (1930-32); Lucille Traut-
RR's "Zephyr." Pilot Oscar Hanold and Eng P&W Wasp C #4226
wein Bottenfield, Dripping Springs, Texas
three passengers killed. ATC 421
(1932); John (Jode) Pundt, American Liberty
Oil Co., Dallas (1902); C. E. Gates, Hous¬ Sold to New York & Western Airlines, Inc.,
On 171
ton (1902-00); Harry B. Barnhart, Dallas Pittsburgh (1901); prd whire, red trim. Re¬
Type Vega possessed by DAC (1931). Philip H. Philbin,
(1903); Glen Harroun, Bowen Air Lines,
Model Hi-Speed Special 5C Jr., Air Express Corp., N.Y.C. (1932-33),-
Fort Worth (1930-35). Converted by LAC
Reg NR 965Y, X 965Y, NC 965Y prd silver, green trim; rheir #105. Modi¬
ro Sirius 8C under ATC Memo 2-074 as
Mfg 0-4/01 fied as cargo-only carrier. Damaged
of 0/13/05. Apparently leased as mail
Eng P&W Wasp # 2849
1/30, repaired. Phillips Petroleum Co., Bar¬
carrier ro Delta Air Lines, Inc., Atlanta,
ATC none tlesville, Okla. (1900-04); converted ro
Ga., for Dallas-Charlesron route. Crashed
at Birmingham, Ala., 12/24/05; pilot R. C. Originally built on order of John Henry reduced 5-passenger carrier 12/30 under
Reinhard injured. Mears, N.Y.C., to replace wrecked c/n 112 ATC memo 2-367. Aerovias Centrales,
(q.v.), prd red and silver,- named City of S.A, Mexico, D.F. (1934); cost $10,500.
On 168 New York Similar to his c/n 112 Vega Operated on Mexican routes by ACSA
Type Orion except for having Hi-Speed wirebraced (Pan American subsidiary). Crashed Bur¬
Model 9 l/g, Mears did nor rake delivery. Sold ro bank, Calif., 6/20/04. Pilot C. L. Bucher
Reg X 960Y, NC 960Y Elinor Smith, Freeport, N Y. (1901-02), for killed.
Mfg 2/01 projected Atlantic flight; renamed Mrs.?;
C/n 174
Eng P&W Wasp C #0900 acc Garden City, N.Y., 8/22/31; conven¬
ATC none tional l/g installed. Ocean flight nor Type Orion
made. Transferred to Patrick H. Sullivan Model 9
The firsr Lockheed Orion, originally re¬
(husband of Elinor Smith), N.Y.C. (1932); Reg NC 988Y, NR 998Y, XA-BEL
ferred to as a "Sirius 6-passenger cabin
William W. Harts, Jr., N.Y.C. (1902). Amelia (Mexico), NC 10976, XA-BDH
plane" and an "Alrair Model 9." Ap¬
Earhart, Rye, N.Y. (1900-36).- flown Ha-
(Mexico)
proved wirh ATC 421 of 5/6/01. Sold to
waii-Oakland, Calif, 1/11-12/05; Los An- Mfg 6/29/01
Bowen Air Lines, Inc., Fort Worth (1931-
geles-Mexico City 4/19-20/05,- and Eng P&W Wasp C #4218
33). Acc Fort Worth 8/26/01; ferried to
Mexico City—Newark 5/9/35,- also in var¬ ATC 421
LAC and repaired. Cracked up Tulsa 6/2/
03, pilot R. Stein Lee and two passengers ious cross-country flights and NAR events. Sold to Asa G. Candler,Jr., Atlanta (1901 -
injured, one passenger unhurt. Seth 5. Terry, Reno, Nev., and Quincy, 00) as executive transport; wirh modifi¬
Calif. (1906-39); Glover Edwin Ruckstell, cations flown in Bendix Race 1931 NAR
C/n 169 Boulder City, Nev. (1939-42). Used for by Beeler Blevins,- also by Ruth Nichols.
Type Orion charter and sightseeing; named Record H. C. Lippiatt, Los Angeles (1933-04).
Model 9 Breaker. Charles H. Babb Co., N.Y.C. Currier's Tablets, Inc., Hollywood (1934);
Reg NC 964Y, XA-BEI (Mexico), NC (1942-40), wirh Wasp 51D1 #0812. 0-5P installed under ATC Memo 2-067.
10977, XA-BAY (Mexico) Frank M. Matthews, Bethlehem, Pa. Aerovias Centrales, S.A, Mexico, D.F.
 APPENDIX 229

(1934-05); flown by AC5A, Pan Ameri¬ Sold to New York, Philadelphia & Washington Transport Museum, Lucerne, Switzerland

can subsidiary, on Mexican routes. Pan Airway Corp. (Ludington Washing¬

Lines), (1976—). Restored in configuration and
American Airways, Inc., N.Y.C. (1935-36); ton D.C. (1931). Prd white, red trim; markings of c/n 189, Reg. #CH-167 (q.v).
based ar Brownsville, Texas, wirh new flown briefly on airline routes. Crashed On prominent display.
U.S. reg. Again ro Mexico, rhis rime for Camden, N.J., 11/5/31. Pilot Floyd L. Cox
Pan Am subsidiary Cia. Mexi'cana de Avi- and four passengers killed. On 161
acion, S.A, Mexico, D.F. (1936). Crashed Type Orion
ar Poblado Francisco Rueda, Veracruz, On 179
Model 9
10/6/36. Pilot Hueodoro Cardenas killed. Type Alrair, XRO-1 (USN) Reg NC 12223, XA-BHA, XA-BEU
Model DL-2A (Mexico)
On 175 Reg 9054 (Navy) Mfg 9/26/31
Type Orion Mfg 9/31 Eng P&W Wasp #4110
Model 9 Eng WC #17331 ATC 421
Reg NC 991Y ATC —
Sold ro Varney Air Service, Ltd. (later Varney
Mfg 6/23/31 Ordered by Asst. Secy, of Navy David 5. Speed Lines, Inc., Alameda, Calif. (1931-
Eng P&W Wasp C #3628 Ingalls for evaluation and use as nova! 34). Prd white, red trim; named West
ATC 421 command transport. First naval airplane Wind. Transferred to Varney's Mexican
Sold ro Continental Airways, Inc., Chicago wirh fully retractable l/g. Flighr tests and airline, Lineas Aereas Occidentales, S.A, Bur¬
(1931-32), for service on their Chicago- trials for LAC by Marshall Headle, delivery bank, Calif. (1934-35), wirh Mexican
Washingron airline; prd blue. Destroyed to Navy by Roscoe Turner. Sold to U.S. reg. J. B. Messick, El Paso (1935-36);
in hangar fire Chicago 2/5/32. Navy, Washington, D.C (1931-38?); sta¬ Glover E. Ruckstell, Grand Canyon, Ariz.
tioned at Anocostia Naval Air Station; (1936); Fritz Bieler, Mexico D. F. (1937);
C/n 176 flown and evaluated by Lr. R. B. Pirie, Juan H. Garcia Echeveste ("citizen of un¬
Type Alrair Secy. Ingalls, and many naval aviators. known nationality") (1937). Exported ro
Model Special Stored 8/33. Weight limits restricted 7/38. Spanish Republican Air Force (1937-?). In¬
Reg NR 998Y Further use and disposition unknown. volved in Spanish Civil War. No record of
Mfg 7/31 disposition.
Eng WC #17781 On 160
ATC none Type Alrair (later Orion 9C Special) On 162
Special ship for Macfadden Publications, Model DL—2A
Type Orion
Reg X 12222, NR 12222, NC 12222
Inc., N.Y.C. (1931-32); cosr $32,000, prd Model 9
black, upper portions gold leaf, named
Mfg 9/31
Reg NC 12224, XA-BHB (Mexico)
The Gold Eagle. Used for personal trans¬ Eng P&W Wasp E #1783
Mfg 9/31
ATC Memo 2-386 of 10/17/31
port by publisher Bernarr Macfadden, Eng P&W Wasp #4317
and special flights by his pilot, Louis T. Experimental ship built by LAC. Leased ATC 421
Reichers. Flown in 1931 NAR, and made for trial ro Transcontinental & Western Air,
Sold to Varney Air Service, Ltd. (later Varney
first Montreal-Havana nonstop record 4/ inc., Kansas City (1931); flown as mail
Speed Lines, Inc., Alameda, Calif (1931-
32. Renamed Miss Liberty. Flown by carrier on TWA routes; their #252. Acc
34). Prd white, red trim; named South
Reichers on New York—Harbour Grace- Columbus, Ohio 10/10/31; returned to
Wind. Acc Alameda, Calif., 3/11/33, re¬
Dublin-Paris flight attempt. Crash-landed LAC. Converted to Orion 9C Special 6/32,
paired wirh new wing. Transferred ro
in ocean 17 miles off Kinsole Harbour, under ATC Memo 2-416 of 7/11/32;
Varney's Mexican airline, Lineas Aereas Oc-
Ireland, 5/13/32. Reichers rescued. Plane pilot's cockpit changed and baggage
cidentales, S. A., Burbank, Calif. (1934); re¬
abandoned. compartment became cabin. Sold ro
named West Wind. Shipped to Europe for
Shell Aviation Corp. (Shell Petroleum
Go 177 possible participation in MacRobertson
Corp.), Sr. Louis (1932-38). Prd yellow-
Race London-Melbourne 1934; Franklin
Type Orion orange and red; named Shellighming; pi¬
Rose pilot. Demonstrated ro King Carol of
Model 9 loted by Shell's aviation mgr. James H.
Romania at Bucharest and sold. Roma¬
Reg NR 12220, NC 12220 Doolittle on cross-country and exhibition
nian Army Air Force (1934-35?). Re¬
Mfg 8/31 flights. Acc Evansville, Ind., 7/14/32; WC
ported crashed north of Bucharest c.
Eng P&W Wasp #3176 #815 installed 1936. Cracked up Sr.
1935.
ATC 421 Louis 5/7/36; stored, rebuilt by Parks Air
Sold to Continental Airways, Inc., Chicago College, East Sr. Louis, III. A. Paul Mantz,
On 160
(1931-32); prd blue. Flown in Bendix Burbank, Calif (1938-43); prd red, white
trim,- flown in Bendix races 1938 and Type Orion
Race of 1931 NAR by Continental pilot
1939 NAR and used as movie photo Model 9
Harold S. Johnson, then placed in airline
plane. Matt Redmond Peck, Gardena, Calif.
Reg NC 12225, XA-BHC (Mexico),
service. Acc La Porte, Ind., 9/15/31; pilot
F-AQAS (France)
and six passengers unhurt. Overhauled. (1943); Barnsdall Oil Co., Tulsa (1943-
48); H. J. Kenley, General Aerial Surveys, Mfg 9/31
Destroyed in hangar fire Chicago 2/5/32.
Tulsa, (1948-51); Joseph Carl Eaton, La
Eng P&W Wasp C #4323
On 176 Mesa, Calif. (1951-53); Henry 5. Roller, ATC 421

Type Orion La Jolla and San Diego, Calif. (1953-55). Sold ro Varney Air Service, Ltd. (later Varney
Model 9 Back ro A Paul Mantz, Santa Ana, Calif. Speed Lines, Inc.) Alameda, Calif. (1931-

Reg NC 12221 (1955-62); Tallmantz Aviation, Inc. 34). Prd white, red trim,- named North
Mfg 9/31 (1962-66); Rosen-Novak Auto Corp., Wind. Transferred to Varney's Mexican
Eng P&W Wasp C #4107 Omaha (1966-68); David Johnson, Peter¬ airline, Lineas Aereas Occidentales, S.A,
ATC 421 borough, N.H. (1968-76); Swiss Air Burbank, Calif. (1934-35), wirh Mexican
230 APPENDIX

reg. C. A. Collins, Polm Springs, Calif. Transport Corp., Glendale, Calif. (1906). Sold to Hal Roach Studios, Inc., Culver City,
(1905-06); Charles H. Dadd, Glendale, Charles H. Dadd, Glendale, Calif. (1906). Calif. (1902); 0° wing dihedral, 6" longer
Calif. (1906). Rudolf Wolf, Inc., N.Y.C. Rudolf Wolf, Inc., N.Y.C (1906). Exported fuselage nose, retractable rail wheel. Prd
(1906). Shipped via The Nerherlands and via The Nerherlands and France (French white, red trim,- named The Spirit of Fun;
France to Spanish Repdulican Air Force reg F-AQAV applied?) to Spanish Repudli- pilot James D. Dickson. Roach and Dick¬
(1907-?). Involved in Spanish Civil War. can Air Force (1907-?); involved in Span¬ son made South American circuit 1902;
No further disposition. ish Civil War. No record of disposition. plane shipped ro Shanghai, flew from
China to South Africa 1902. Crashed Vic¬
C/n 184
C/n 186 toria Falls, Northern Rhodesia, 11/17/02.
Type Orion Dickson killed, passengers Arthur Loew
Model 9 Type Orion
and Joseph Rosrhal injured.
Reg NC 12226 Model 9
Mfg 10/01 Reg NC 12228, XA-BHE (Mexico)
C/n 188
Eng P&W Wasp #4522 Mfg 10/01
Eng P&W Wasp C #4524 Type Alrair
ATC 421 Model 8E
ATC 421
Sold ro Varney Air Service, Ltd. Oarer Varney Reg X 12200, J-DAMC (Japan)
Sold ro Varney Air Service, Ltd. (later Varney
Speed Lines, Inc), Alameda, Calif. (1901- Mfg 1/02
04). Prd white, red trim; named East
Speed Lines, Inc.),Alameda, Calif. (1901- Eng P&W Wasp 51D1 #4620
04). Prd white, red trim,: named Spring
Wind. Acc Alameda 12/24/02; repaired. ATC none
Crashed Flayward, Calif., 0/25/00. Pilot Wind. Transferred to Varney's Mexican
airline, Lineas Aereas Occidentales, S.A., Bur¬ Designed for export, with tandem cock¬
Noel D. Evans, two passengers, eleven pits, and either cargo or passenger cabin.
bank, Calif. (1904-05) with Mexican reg.
people on ground killed. 5old through Okura Trading Co., agents,
Confiscated 6/21/05 by Cia. Mexicana de
C/n 185 Petroleo "El Aguila," S.A. ($7,800 due).
ro Mainichi Shimdun (Daily News), Osaka,
Sold by them ro Adel Espinosa, Mexico, D.F. Japan (1902-07). Used for special
Type Orion
(1905-06); pilot Charles Daughan. Fritz
flights, airmail transport, newsgarhering.
Model 9
Dieler, Mexico, D.F. (1906-07). Mark Pilot Seizan Okura and flight engineer
Reg NC 12227, XA-DHD (Mexico),
Wolf ("from Arizona") (1907), for export.
Tokushi Fuse made first round-trip flight
F-AQAV (France)
Obviously went to Spanish Republican Air Tokyo-Manila 11/10-26/05. Crashed
Mfg 10/01
Force (1907-?). Involved in Spanish Civil
Osaka 4/12/07. Pilot Oka and passenger
Eng P&W Wasp #4520
ATC 421 War. No record of disposition. killed.

Sold to Varney Air Service, Ltd. (later Varney On 189

Speed Lines, Inc.) Alameda, Calif. (1901- C/n 187 Type Orion
04). Prd white, red trim, named Winter Type Orion Model 9D
Wind. Transferred to Varney's Mexican Model 9A Special Reg X 12201, CH-167, HB-LAH
airline, Lineas Aereas Occidentales, 5. A, Reg X 12229, NC 12229 (Switzerland)
Burbank, Calif. (1904-05), with Mexican Mfg 11/01 Mfg 2/16/02
reg. C. A. Collins, Palm Springs, Calif. Eng P&W Wasp SC #1927 Eng WC #17794
(1905-06); named El Marelto. Aero ATC Memo 2-097 of 1 /16/02 ATC 462

On 187-. Hoi Roach Studios' Spirit of Fun flew movie executives on

four continents.
 APPENDIX 231

Sold ro Curtiss-Wright Export Corp. N.Y.C. • Reg NC 12278 C/n 196

(1902); Swiss Air Traffic Limited Company, Mfg 5/17/03 Type Orion
Zurich (1932-06). Firsr and fasresr U S. Eng P&W Wasp Model 9F
commercial air Transport plane sold ro ATC 508 Reg NC 12284
foreign airline market. Flown on Zurich- Mfg 7/03
Used a fuselage started for Air Express 0.
Munich-Vienno express service under Made into a special cargo/passenger Eng WC R-1820-F21
Swissair director Balz Zimmermann. Sold
Orion 9E under ATC 508. Sold ro ATC 512
through French agents ro Spanish Republi¬ Transcontinental & Western Air, Inc., Kansas Registered to George A. MacDonald, Mil¬
can Government, Madrid (1906-07). Used
City and N.Y.C., (1900-05); their #257; ford, Kan., and Del Rio, Texas (1933-36);
os V.I.P. transport and courier during prd red and white. Fitted with Goodrich
Spanish Civil War. Flown by American MacDonald was personal pilot for Dr.
De-icers 10/30. Acc Albuquerque 1/15/ John R. Brinkley, the actual owner. Prd
pilot Joseph Rosmarin. Suffered belly- 04, pilot H. H. Holloway injured; repaired. white, black trim; named Doctor Brinkley
landing and scrapped. Robert Blair, Los Angeles (1905-07);
III. Traded ro LAC on new Electro. Charles
On 190 used for charter. Cracked up Jackson, H. Babb, Glendale, Calif. (1906) Rudolf
Type Orion Ohio, 12/8/06. Purchased by LAC with in¬ Wolf, Inc., N.Y.C. (1936-07). Exported via

Model 9B tent ro rebuild. Scrapped 1908. The Netherlands and France ro Spanish
Reg X 12232, CH-168 and HB-LAJ Republican Air Force (1937-09). Report¬

(Switzerland) edly survived Spanish Civil War. No further

On 194
Mfg 2/25/01 Record.
Type Vega
Eng WC #17791
Model 5C Special
ATC 462 Gn 197
Reg NC 12282, NR 12282
Sold ro Swissair (Swiss Air Transport Co., Mfg 1/26/30 Type Orion
Ltd.), Zurich (1902-05). Flown on Euro¬ Eng P&W Wasp SCI #4950 Model 9D
pean airline routes, ond on special air¬ ATC none Reg NC 12285
mail speed flights ro Tunis 5/20/30, ond Mfg 7/00
Sold ro Continental Oil Co., Ponca City,
Istanbul 6/28/04; Swissair director Walter Eng P&W Wasp SI D1
Okla. (later Denver) (1903-44). Prd red,
Mirrelholzer pilot. Sold through French ATC 514
green trim,- used for executive transport.
agents ro Spanish Republican Government Sold to (later Ameri¬
American Airways, Inc.
Acc Denver 6/10/04; repaired. Reg NR for
(1906-07). Used as transport and liaison can Airlines, Chicago (1900-04);
Inc.),
special CAA propeller rest at LAC 9/41.
aircraft during Spanish Civil War. No rec¬ their #145; prd blue and orange. Acc
Manning & Brown, Inc., Denver (1944-45);
ord of disposition. Cash, Texas, 12/6/00; repaired. Con¬
Most & Bacon Air Service, Alhambra, Calif.

On 191 (1945); A. Erwin Hobart, Beverly Hills verted ro cargo carrier (no passengers).
(1945-47); Alexander Banks, East Palo Washed our Memphis 11 /15/04.
Type Vega
Model 5C Alto, Calif. (1947); Wayne R. McQueen, Cul¬
Reg NC 980Y ver City, Calif. (1947-48); James Baker, Gn 193
Mfg 5/02 Concord, Calif. (1948); L. H. Roberts and Type Orion
Eng P&W Wasp #2898 Jack Thoaaas, Antioch, Calif. (1948-49). Model 9D
ATC 084 Donald J. Murphy, Anchorage (1949-54); Reg NC 12286
prd black, yellow trim. Broken in two by Mfg 7/03
Assembled by laid-off employees under
heavy snows, scrapped Anchorage 0/54. Eng P&W Wasp SI D1
Firmon Gray, during period of LAC reor¬
ganization. Sold to Braniff Airways, Inc., ATC 514
Oklahoma City (1932-05), for airline ser¬ On 195 Sold ro (later Ameri¬
American Airways, Inc.

vice. Crashed East Fort Worth 1119/35. can Airlines, Chicago (1900-04),
Inc.),
Type Orion (later Orion-Explorer)
Pilot William C. Mous killed. combination mail and passenger ship;
Model 9E
their #146; prd blue and orange.
On 192 Reg NC 12280, NR 12280
Crashed near Sunbrighr, Tenn., 12/22/04.
Type Orion Mfg 5/00
Pilot Russell Riggs killed.
Model 9 Special Eng P&W Wasp
Reg NC 12277 ATC 508
Gn 199
Mfg 12/6/02 Sold to Transcontinental & Western Air, Inc.,
Eng P&W Wasp Kansas City (later N.Y.C.) (1900-05); their Type Orion
ATC none #258; prd red and white. Charles H. Babb, Model 9D
Glendale, Calif. (1905). Installed Explorer Reg NC 12287
Used a fuselage started for Air Express 0. Mfg 8/33
Built as a cargo plane, no passenger wing from c/n 148 (q.v.), plus fixed l/g.
Wiley Post, Oklahoma City (1905); prd
Eng P&W Wasp SI D1
searing. Converted ro pass/cargo Orion ATC 514
9E under ATC 508 5/00. Purchased by red; P&W Wasp S3H1 #5778 installed,
Transcontinental & Western Air, Inc, Kansas
also 3-bladed propeller; used EDO 5000 Sold to (later Ameri¬
American Airways, Inc.

floats and rudders, installed at Seattle. can Airlines, Chicago (1900-05),

Inc.),
City (1900); their #256; prd red and
Flown on projected "leisurely” world trip combination mail & passenger plane;
white. Crashed in Missouri River at Kansas
by Post with actor/humorist Will Rogers. their #147; prd blue and orange. Gear-
City 7/28/00. Pilot E. J. Noe killed.
Crashed near Walakpi, Alaska 8/15/35. up landing Bassetts, Texas, 12/0/00; re¬
On 193 Post and Rogers killed. Engine salvaged. paired. Washed our Pittsburgh Landing,
Type Orion Wreckage burned. Sire marked by me¬ Tenn., 1/10/05. Pilot John W. Johannpe-
Model 9E morial stone. ter escaped via parachute.
232 APPENDIX

On 200 $6,000. Dwight W. Mercer, Mercer Air Ser¬ C/n 207

Type Orion vice, Burbank, Calif. (1945-63). Dis¬ Type Orion
Model 9D assembled and srored outdoors. G. E. Model 9D
Reg NC 229Y Moxon, Los Angeles, 1963-88. John Reg NC 13749
Mfg 8/33 Desmond, Philadelphia, 1988, for restora¬ Mfg 12/30/33
Eng Wasp 51D1 tion. Eng P&W Wasp 51D1
ATC 514 ATC 514
Sold ro American Airways, Inc., Chicago C/n 204 Sold ro Northwest Airways, Inc. Oarer
(1933); rheir#148; prd blue and orange. Type Orion Northwest Airlines, Inc.), Sr. Paul (1933-
Crashed after mid-air fire wesr of E! Paso Model 9D-1 35) ; rheir #52; prd whire, black rrim.
11/21/33. Pilor J.G. Ingram injured and Reg NC 232Y, NR 232Y, XA-BDY Casper (1935—
Wyoming Air Service, Inc.,
burned in escape via parachure. (Mexico) 36) . Washed our Buffalo, Wyo., 10/24/
Mfg 10/33 36.
C/n 201
Eng P&W Wasp 51D1 #2443
Type Orion On 206
ATC Memo 2-464 of 12/1 /33
Model 9D Type Orion, UC-85 OJSAAF)
Reg NC 230Y Sold ro John Madee, Mabee Consolidated Model 9D2
Corp., Tulsa (1933-34); special inrerior,
Mfg 8/33 Reg X 799W, NC 799W, AC 42-
Eng P&W Wasp 51D1 couch and three chairs. F. C. Hall, Inc., 62601
ATC 514 Oklahoma City (1934-36), with Wasp Mfg 6/34
#5441. Named Sheridan of Oklahoma; Eng P&W Wasp SI D1 #5517
Sold roAmerican Airways, Inc. (later Ameri¬ pilor Roy O. Hunt; flown in Bendix Race
can Airlines, Inc), Chicago (1933-34); ATC Memo 2-488 of 9/11 /34
1935 NAR. Fain Drilling Co., Oklahoma
rheir #149; prd blue and orange. Con¬ City (1936); General Development Co., Sold ro Evening News Assn., Derroir (1934-
verted by AA ro Orion 9 under ATC 421 Tulsa (1936). Carlos Panini, Mexico, D.F. 41), used by Derroir News for newsgarh-
in 11/34. Blue Bird Air Service, Inc, Chi¬ (1936); cosr $23,000. Exported for use of ering and broadcasting over Srarion
cago (1934-36); Wyoming Air Service, Inc. Spanish Republican Air Force (1937-?). In¬ WWJ. Special equipment including pod
Oarer Inland Air Lines, Inc.), Casper, Wyo. volved in Spanish Civil War. No record of wing camera; prd red, whire rrim;
(1936-41). Harold S. Johnson, Oak Park, disposirion. named Early Bird. In acrive use 1934-38.
III. (1941); Aircraft Exporting Corp., N.Y.C. Arthur D. Knapp, Mechanical Products, Inc.,
(1941-44). Alaska Star Airlines Oarer Jackson, Mich. (1941-42); Defense Supplies
Alaska Airlines, Inc), Anchorage (1944- C/n 205 Corp., Washingron, DC. (1942). War De¬
?). Disposirion unknown. Type Orion partment, Washington, D.C. (1942-44). As
Model 9D UC-85 assigned ro March Field, Calif.;
C/n 202 Reg NC 13747. F-QAR (France) used by Col. A. Paul Manrz; plane nick¬
Type Orion Mfg 12/33 named "Scurrleburr"; prd olive drab,
Model 9D Eng P&W Wasp 51D1 #5450 U5AAF insignia. Danny A. Fowlie, Van
Reg NC 231Y, XA-BDZ (Mexico) ATC 514 Nuys, Calif. (1944); cosr $6,511.48.
Mfg 8/33 Ohlsson & Rice Mfg. Co., Los Angeles
Sold ro Northwest Airways, Inc. (later
Eng P&W Wasp 51D1 (1944-45); F. H. Steward & Thelma M.
Northwest Airlines, Inc.), Sr. Paul (1933-
ATC 514 Gibson, Chino, Calif. (1945-47). Installed
35) ; rheir #50; prd whire, black trim. Oil
Sold roAmerican Airways, Inc. Oarer Ameri¬ Field Airlines of Dallas, Inc, Dallas (1935- engine and cowling from an AT-6. After
can Airlines, Inc.), Chicago (1933-35); 36) ; Charles H. Babd, N.Y.C. (1936). Rudolf acc Los Angeles, scrapped 11 /47.
rheir #150; prd blue and orange. Acc Wolf Inc, N.Y.C. (1936-37). Exporred via
Dallas 11/25/33; repaired. Operared by
On 209
The Netherlands and France (reg FAGAR
AA as a cargo plane. Long & Harmon, Dal¬ Type Orion
applied?) ro Spanish Republican Air Force
las (1935); Byrd-Frost Air Transport Co., Model 9D
(1937-?). Involved in Spanish Civil War.
Inc, Dallas (1935-36), pilor Joe Towle. No record of disposirion. Reg F-AKHC (France)
Carlos Panins, Mexico, D.F (1936); cosr Mfg 1934
$23,000. Exporred for use of Spanish Eng P&W Wasp SI D1
C/n 206 ATC none
Republican Air Force (1937-?). Involved
in Spanish Civil War. No record of disposi¬ Type Orion Sold ro racing pilor Michel Detroyat, Paris,
rion. Model 9D France (1934) as an entry for rhe Lon-
Reg NC 13748 don-Melbourne MacRoberrson Race of
On 203 Mfg 12/33
10/34. Engine changed ro Hispano-Suiza
Type Vega Eng P&W Wasp SI D1 9V Radial of 575 hp. Performance nor up
Model 5C ATC 514 ro expectations and Detroyat withdrew
Reg NC 13705 Sold ro Northwest Airways, Inc. Oarer from rhe race. Ministere de L'Air, Paris
Mfg 9/33 Northwest Airlines, Inc.), Sr. Paul (1933- (1934-36). Assigned ro Centre d'Essais
Eng P&W Wasp SCI 35); rheir #51; prd whire, black trim. des Avions Nouveaux (CEPANA) and rest-
ATC 384 Wyoming Air Service, Inc. Oarer Inland Air flown by various military pilots. By order
Sold ro Shell Aviation Co., Ltd. (Shell Oil Lines, Inc.), Casper (1935-40); Harold 5. of Pierre Cor, French Air Minister, flown in
Co.), San Francisco (1933-44); prd yel¬ Johnson, Jolier, ill. (1940-41); Aircraft July 1936 ro Spain by Eduoard Corniglion-
low-orange and red; named Shell No. 7. Exporting Corp., N.Y.C. (1941). On ferry A-Aoulinier, with novelist Andre Malraux
Wasp #5407 installed 1938. Charles H. flight ro Alaska, burned after gear-up and wife, returning with new Spanish
Babb, Glendale, Calif. (1944); cosr landing Pine Bluffs, Wyo., 9/30/41. ambassador. Soon transferred ro Spanish
 APPENDIX 233

Republican Government, Madrid (1936)' Eng Wasp SI D1 #4838 Eng P&W Wasp SI D1
and flown by French pi lor Georges Cor- ATC none ATC -
nez on liaison trips. Acc Muniesca,* Spain Tandem cockpits and cargo/passenger
Special ship for Laura Ingalls, Newark
8/15/36. Wings sawed off afrer accident cabin. Exported and sold through Okura
(later Great Neck, N.Y.) (1934-36). No
and no repairs made. Trading Co. ro AAainichi Shimbun (Daily
searing in cabin, 650-gal gas capacity.
On 210 Prd black, red trim,- named Auro-da-Fe. News), Osaka, Japan (1934-44). Used
Set nonstop rransconrinenral records with for newsgathering throughout Japan.
Type Vega, UG101 (USAAF)
Miss Ingalls 7/11/35 and 9/12/35; second Destroyed in hangar at Flaneda Airport,
Model 5C
in Bendix Race 1936 NAR. Rudolf Wolf, Tokyo, during bombing raid by USAAF in
Reg NCI 4236 A. C. 42-94148, NC
Inc., N.Y.C. (1936-37). Exported via The autumn 1944,
48610
Netherlands and France ro Spanish Republi¬
Mfg 6/34
can Air Force (1937-7). Involved in Span¬ On 214 (Vega Co. c/n 1)
Eng P&W Wasp SCI #5536
ish Civil War, Reported "crashed in
ATC 384 Type Alrair
Spain." No record.
Last Vega built by LAC. Sold to W. P.
Model 8G
Fuller, Sr (later, W. P. (Frank) Fuller, Jr.),
On 212 Reg NX 18149, NR 18149
Type Orion Mfg 12/37
San Francisco (1934-36). Phillips Petro¬
leum Co., Bartlesville, Okla, (1936-40); Model 9F-1 Eng Menasco Unirwin (2)
Wasp C #3104 installed 1938. Don Reg NC 14246, XA-BDO (Mexico) ATC none
AAarshall, Dallas (1940-42). War Dept., Mfg 8/34 A very special Alrair, apparently built
U.5. Engineer's Office, Los Angeles (1942- Eng WC SR-1820-F2 from spares three years afrer production
44) ; completely rebuilt, with original ATC 557 of Lockheed single-engine series had
Wasp SCI #5536 reinstalled; cost Sold to Phillips Petroleum Co., Bartlesville, ceased. Assembled ro test the use and
$15,000. As UC-101 assigned to March Okla. (1934-36); flown by Phillips's avia¬ efficiency of a pair of 6-cylinder, in-line
Field, Calif. Back to Don AAarshall, for tion mgr. Will D. Parker. Fritz Bieler, Mex¬ Menasco engines of 260-hp each,
Charles FI. Babb, Burbank, Calif. (1944- ico, D.F. (1936-37); Juan FI. Garcia geared ro a single propeller, called the
45) , cost $5,105. Ross B. Boardman, San Echeveste ("citizen of unknown national¬
Unirwin Installation. Built by Airover
Marino, Calif. (1945). Crashed El Paso ity") (1937). Exported to Spanish Republican (name later changed ro Vega Airplane
6/9/45. Pilot Raymond F. Darwin killed, Air Force (1937-7). Involved in Spanish
Co., a special-purpose, wholly owned
three passengera injured. Civil War. No record of disposition. manufacturing subsidiary of Lockheed
Aircraft Corp.), Burbank, Calif. (1937-
On 211 On 210 40); originally listed as c/n 1 of Airover (or
Type Orion Type Alrair Vega). Named Flying Tesr Srand; most of
Model 9D Special Model 8F resting done by pilot Bud Martin. Sold ro
Reg NR 14222 Reg X 14209, J-BAUC (Japan) FIonvard FI. Bah, Santa Monica, Calif.
Mfg 11 /34 Mfg 1934 (1940-42). Converted 9/40 under ATC

Lost single-engine Lockheed, rhe Alrair c/n 214 builr in 1937.

234
Memo 2-423 of 10/8/32 ro Alrair 8D,
wirh P&W Wasp C #3104; "Vega c/n 1"
changed ro LAC c/n 214 as of 6/19/42.
California Aircraft Corp., Von Nuys
(1942). Dechtel-Pric'e-Calahan Co., Edmon¬
ton, Alra. (1942-43?); Canadian reg (if
any) unknown. B-P-C were contractors,
building the Canol Project in northern
Canada, and assembled a motley fleer
of older aircraft to transport men and
equipment from Edmonton ro Norman
Oil Wells. C/n 214 thought to have been
among planes junked and burned when
U.5. Army detachment rook over D-P-C
equipment c. 1943.
C/n EX-2
Type Air Express
Model 3 Radio equipped (Station KHlLO); prd red
Reg 7955, NR 7955, NC 7955
Mfg 11/24/28
Eng P&W Wasp #984
ATC none
Originally c/n 5 (q.v.). Rebuilt after acc
6/6/28; used by LAC as demonstrator.
First commercial airplane to be fitted
wirh the newly developed NACA cowl¬
ing. Given ATC 102 os of 1 /11 /29; prd red
and silver. Flown by Frank Hawks wirh
Oscar Grubb to new nonstop transconti¬
nental speed record 2/4/29. Sold to The
Texas Co., N.Y.C. (1929-30),- prd red,
white trim,- named Texaco 5. Flown by
Flawks in record solo round-trip nonstop
transcontinental flights 6/27-28/29, and
on various intercity record hops. Fuselage
only c/n 91 replaced original as of 1/9/
APPENDIX
30. Crashed West Palm Deach 1/17/30.
Pilot Hawks unhurt, two passengers in¬
jured.
C/n 619
Type Vega
Model 5 Special
Reg NR 496M
Mfg 3/30 (Detroit)
Eng P&W Wasp C #1472
ATC — craft stored, offered for sale. Eventually
Duilr at Detroit by William S. Brock and
Edward F. 5chlee, using parts in stock (ex¬
cept fuselage) of their Schlee-Drock Air¬
craft Corp., which was liquidating its
assets. Fuselage supplied by LAC. Due ro
unexplained mixup, c/n 619 assigned ro
this fuselage and then the plane itself.
Sold ro William 5. Brock, Detroit (1930).
and cream. Flown by Brock and Schlee
to new Florida-California round-trip speed
record 6/17-18/30. Crosley Radio Corp.,
Cincinnati (1930-32); named The New
Gncinnari; flown by Brock in nonstop
race 1930 NAR. Lent by Crosley ro Ruth
Nichols, Rye, N.Y., and prepared by Clar¬
ence Chamberlin, Jersey City, for Miss
Nichols's record flights. Established
women's transcontinental records 12/30,
altitude record 3/6/31, speed record
4/13/31. Wire-braced l/g, Hamilton con¬
trollable-pitch propeller installed. Prd
white and gold; renamed Crosley Radio
Ship, and then Akira. Beginning transat¬
lantic flight attempt, cracked up Sr. John,
N. B., 6/22/31; Miss Nichols hurt. Repaired
8/31 wirh new fuselage and stabilizer
from LAC. Established distance record for
women, Oakland—Louisville, Ky., 10/23/
31. Caught fire and damaged Louisville
10/26/31; Miss Nichols escaped. Rebuilt
by Chamberlin as a "sunken-wing Vega''
(wing 14" down into fuselage), and bub¬
ble-type hatch over cockpir. Wooden
belly skid attached, and conventional
l/g made dropable. Cracked up Floyd
Bennett Field, N.Y., 11/4/32. Aviament
Corp., Jersey City (1932-?). Wrecked air¬
became unfit and scrapped.
On (none)
Type XP-900, YIP-24, YP-24 (U5AAC)
Model (Pursuit plane by DAO
Reg AC 32-320
Mfg 1931 (Detroit)
Eng Curtiss Conqueror V-1570C
#587, AC #30-970
ATC —
Experimental 2P low-wing fighter. First
Army Air Corps low-wing fighter and first
with fully retractable l/g. Designed by
DAC engineer Robert J. Woods. Metal fu¬
selage built at Detroit attached ro
wooden wing shipped from LAC.
Equipped with 602-hp, in-line engine,- 3-
bladed propeller,- one ,30-cal, one'.50-cal
machine gun firing through propeller,
plus one flexible ,30-cal gun aft. Tested
at Detroit; delivered to U.5. Army Air Corps,
Dayton, for evaluation 10/31. Crashed
Wright Field, Ohio, 10/19/31 (test pilot
ordered to abandon plane and leave via
parachute when control lever for lower¬
ing l/g broke in flight). Total flying hours:
20.
 SUPPLEMENT D

KNOWN REGISTRATIONS
Single-Engine Lockheeds Since 1927

KEY
C/n= Constructor's number(/.e., manufacturer's serial number; cf. rhe
Individual Hisrories, Supplement A)

U.S. prefixes:
None = very early usage, or temporary

NCorC = Commercial NXorX = Experimenral

NRorR = Resrricred N = since 1948

U.S.A. NC 7954 Vega, c/n 24, NC 13976 Orion, c/n 174

later NR NC 13977 Orion, c/n 169
NR 211 Sirius, c/n 140 7955 Air Express, c/n E X 14209 Alrair, c/n 213
NC 606 Vega, c/n 56 later NR, NC NR 14222 Orion, c/n 211
NX 913 Vega, c/n 1 NC 7973 Vega, c/n 32, NC 14236 Vega, c/n 210
2779 Vega, c/n 1 later NR NC 14246 Orion, c/n 212
2788 Vega, c/n 1 X 8494 Sirius (& Alrair), < NX 18149 Alrair, c/n 214;
2804 Vega, c/n 1 165; later NR later NR
NC 2845 Vega, c/n 61 NC 8495 Vega, c/n 156 NC 19958 Vega, c/n 102
NC 2846 Vega, c/n 62 NC 8496 Vega, c/n 157 NC 48610 Vega, c/n 210
NC 2874 Vega, c/n 59 NC 8497 Vega, c/n 154 N 105D Vega, c/n 72
NC 2875 Vega, c/n 60 NC 9424 Vega, c/n 78 N 174D Vega, c/n 72
NR 3057 Air Express, c/n 75; NR 12220 Orion, c/n 177; NC 31E Vega, c/n 36
later NC later NC NC 32E Vega, c/n 33
3625 Vega, c/n 3; later X NR 33E Vega, c/n 34
NC 12221 Orion, c/n 178
X 3903 Vega, c/n 4 NC 34E Vega, c/n 35;
X 12222 Alrair (& Orion),
NC 4097 Vega, c/n 6 later X
180; later NR,
X 4769 Vega, c/n 7 NC 35 E Vega, c/n 37
NC 12223 Orion, c/n 181
4897 Air Express, c/n 5 NC 194E Vega, c/n 25
NC 12224 Orion, c/n 182 195E Vega, c/n 26
5885 Vega, c/n 8 NC
NC 12225 Orion, c/n 183 196E Vega, c/n 27
NC 6526 Vega, c/n 9
NC 12226 Orion, c/n 184 NC 197E Vega, c/n 38
NC 6911 Vega, c/n 10
NC 12227 Orion, c/n 185 198E Vega, c/n 39
NC 7044 Vega, c/n 11
NC 12228 Orion, c/n 186 NC 199E Vega, c/n 40,
7162 Vega, c/n 12;
X 12229 Orion, c/n 187; later NR
later C, NC
later NC NC 200E Vega, c/n 41
NC 7425 Vega, c/n 12D
NC 7426 Vego, c/n 14; later X 12230 Alrair, c/n 188 NC 432E Vega, c/n 48
NR X 12231 Orion, c/n 189 NC 433E Vega, c/n 49
7427 Vega, c/n 15 X 12232 Orion, c/n 190 NC 434E Vega, c/n 50
NC
7428 Vega, c/n 16 NC 12277 Orion, c/n 192 NC 435E Vega, c/n 51
NC
Vega, c/n 18; later NC 12278 Orion, c/n 193 NC 513E Vega, c/n 52
X 7429
NC, NR NC 12282 Vega, c/n 194; NC 514E Air Express,
X 7430 Vega, c/n 19 later NR c/n 65
X 7439 Vega, c/n 17 NC 12283 Orion, c/n 195; NC 574E Vega, c/n 57
X 7440 Vega, c/n.20; later later NR NC 623E Vega, c/n 58
NC NC 12284 Orion, c/n 196 NC 624E Vega, c/n 53
X 7441 Vega, c/n 21 NC 12285 Orion, c/n 197 NC 625E Vega, c/n 63;
NC 7805 Vega, c/n 28; -later NC 12286 Orion, c/n 198 later NR
X, NR NC 12287 Orion, c/n 199 NC 657E Vega, c/n 54
NC 7894 Vega, c/n 29 NC 12288 Vega, c/n 161 NC 658E Vega, c/n 55
7895 Vega, c/n 30 NC 13705 Vega, c/n 203 NC 857E Vega, c/n 64
NC 7896 Vega, c/n 31 NC 13747 Orion, c/n 205 NC 858E Vega, c/n 66
NC 7952 Vega, c/n 22 NC 13748 Orion, c/n 206 C 859E Vega, c/n 67
NC 7953 Vega, c/n 23 NC 13749 Orion, c/n 207 NC 868E Vega, c/n 68

235
236 APPENDIX

NC 869E Vega, c/n 69, 118, NC 106W Vega, c/n 123 Australia
larer NP NC 107W Vega, c/n 124 VH-USD Alrair, c/n 152
NC 870E Vega, c/n 70 NP 115W Sirius, c/n 166 VH-UVK Vega, c/n 155
NC 871E Vega, c/n 71 NP 116W Sirius, c/n 150;
NC 891E Vega, c/n 73 larer NC
NC 892E Vega, c/n 74 NC 117W Sirius, c/n 151 Drazil
NC 898E Vega, c/n 72 NP 118W Sirius (6 Alrair), P-DDAH Air Express, c/n 65
NC 306H Air Express (&■ Vega), c/n 152; larer NC,
c/n 76 X 119W Sirius (& Alrair),
NC 307H Air Express, c/n 77 c/n 153; larer NP Canada
NC 308H Vega, c/n 79; NC 152W Vega, c/n 125 CF-AAL Vega, c/n 30
larer NP, X NC 160W Vega, c/n 126
NC 309H Vega, c/n 80 NC 161W Vega, c/n 127
NC 336H Vega, c/n 81 162W Vega, c/n 128
Costa Rica
NC
TI-62 Vega, c/n 96
NC 392H Vega, c/n 84 NC 167W Sirius, c/n 167
P 393H Vega, c/n 85 NC 176W Vega, c/n 129
NC 394H Vega, c/n 87 NC 288W Vega, c/n 137
NC 395H Vega, c/n 88 X 799W Orion, c/n 208, France
NC 396H Vega, c/n 89 larer NC F-AKHC Orion, c/n 209
NC 397H Vega, c/n 82 NC 229Y Orion, c/n 200 F-AQAP Orion, c/n 205
NC 497 H Vega, c/n 135 NC 230Y Orion, c/n 201 F-AQAS Orion, c/n 183
NP 856H Explorer, c/n 2, 116 NC 231Y Orion, c/n 202 F-AQAV Orion, c/n 185
NC 974H Vega, c/n 94 NC 232Y Orion, c/n 204;
NC 975H Vega, c/n 96 larer NP
NC 504K Vega, c/n 90 NC 904Y Vega, c/n 132 Great Britain
NC 505K Vega, c/n 83 NC 905Y Vega, c/n 133 G-ABGK Vega, c/n 155
NC 522K Air Express, c/n 92 NC 926Y Vega, c/n 134; G-ADUS Alrair, c/n 152
NC 31M Vega, c/n 98 larer NP
NC 32M Vega, c/n 102 NC 934Y Vega, c/n 138
NC 46M Vega, c/n 97 NC 959Y Vega, c/n 170 Japan
NC 47M Vega, c/n 99; X 960Y Orion, c/n 168; J-BAMC Alrair, c/n 188
larer N larer NC J-BAUC Alrair, c/n 213
NC 48M Vega, c/n 100 NC 964Y Orion, c/n 169
NC 49M Vega, c/n 101 NP 965Y Vega, c/n 171,
NC 239M Vega, c/n 156 larer X, NC Mexico
NC 483M Vega, c/n 136 N 965Y Vega, c/n 40 XA-BAM Vega, c/n 80
NC 496M Vega, c/n 619 NC 972Y Vega, c/n 160 XA-BAW Vega, c/n 59
NC 534M Vega, c/n 103 NP 974Y Air Express, c/n 130; XA-BAY Orion, c/n 169
NC 536M Vega, c/n 105 larer NC XA-BDH Orion, c/n 174
NC 537M Vega, c/n 106 NC 975Y Orion, c/n 172 XA-BDO Orion, c/n 212
NC 538M Vega, c/n 107 NC 980Y Vega, c/n 191 XA-BDY Orion, c/n 204
NC 539M Vega, c/n 108; NC 984Y Orion, c/n 173 XA-BDZ Orion, c/n 202
larer NP NC 988Y Orion, c/n 174; XA-BEI Orion, c/n 169
NC 540M Vega, c/n 109 larer NP XA-BEJ Orion, c/n 173
NC 102N Vega, c/n 113 NC 991Y Orion, c/n 175 XA-BEL Orion, c/n 174
NC 105N Vega, c/n 117; NP 998Y Alrair, c/n 176 XA-BEU Orion, c/n 181
larer NP XA-BFP Vega, c/n 108
NC 106N Vega, c/n 118 XA-BFP Vega, c/n 124
N 161N Vega, c/n 41 XA-BFT Vega, c/n 50
NC 997N Vega, c/n 139 U.S. Novy XA-BFU Vega, c/n 23
NC 349V Sirius, c/n 141 9054 Alrair, c/n 179 XA-BHA Vega, c/n 62
NP 500V Vega, c/n 112 XA-BHA Orion, c/n 181
NP 12V Sirius, c/n 142 XA-BHB Vega, c/n 59
NC 13W Sirius (& Alrair), XA-BHB Orion, c/n 182
c/n 143; larer NP
U.S. Army XA-BHC Vega, c/n 90
AC. 31 -405 Vega, c/n 158
NC 14W Sirius, c/n 144 XA-BHC Orion, c/n 183
AC. 31-408 Vega, c/n 159
NC 15V Sirius (& Alrair), XA-BHD Orion, c/n 185
AC. 32-232 Alrair, c/n 165
c/n 145; larer NP XA-BHE Orion, c/n 186
AC. 32-320 XP-900, none
NC 16V Sirius, dr 146 XA-BHG Vega, c/n 9
100V A.C. 32-393 Alrair, c/n 153
NP Explore1’, c/n 147 XA-BHI Vega, c/n 103
NP 101V A.C.421-62601 Orion, c/n 208
Explorer, c/n 148 XA-BHJ Vega, c/n 61
102V Vega, c/n 119 A.C.421-94148 Vega, c/n 210
NC XA-BHK Vega, c/n 100
NC 103 V /egc c/n 120 XA-BHL Vega, c/n 71
NC 104V Vega, c/n 121 XA-BHM Vega, c/n 88 (reg
NC 105 V Vega, c/n 122; Argentina reported applie
larer NP P-48 Vega, c/n 4 XA-BIT Vega, c/n 139
 APPENDIX 237

XA-BKF Vega, c/n 121 XB-AHQ Orion, c/n 172 Panama

XA-BKG Vega, c/n 58 XB-KAQ Vega, c/n 96 PX-14 Vega, c/n 81
XA-BLZ Vega, c/n 109 XB-MAA Vega, c/n 72
XA-DAH Vega, c/n 125
XA-DAI Vega, c/n 102,
Switzerland
XA-DAM Vega, c/n 127
Nicaragua CH-167 Orion, c/n 189
XA-DAY Vega, c/n 157
AN-ABL Vego, c/n 66 CH-168 Orion, c/n 190
XA-DEB Vega, c/n 103
AN-ABP Vega, c/n 30 HB-LAH Orion, c/n 189
XA-DEC Vega, c/n 60
HB-LAJ Orion, c/n 190
XA-DOK Vega, c/n 72
XA-FAF Vega, c/n 121
XA-FAL Vega, c/n 96 Norway
XB-AAD Vega, c/n 100 N-41 Vega, c/n 04
XB-ADA Sirius, c/n 149 LN-ABD Vega, c/n 34

John Henry Mears's second City of New York, wirh 20-year-old Elinor
Smirh, ro whom ir was given. Flown by her as Mrs, ? (below, wirh
Demr Dalchen), and then acquired by Amelia Earharr.
 SUPPLEMENT C

MODEL SPECIFICATIONS AND QUANTITIES

(ATC = Approved Type Certificate; P = searing; C = closed cabin; O = open cockpit; L = landplane; S = seaplane;
WC = Wright Cyclone; DL = metal fuselage; C/n = constructor's [serial] number; L/g = landing gear)

Wing Wing
Model ATC — Date Description Engine HP Position Span
Vega 1 49 7/9/28 5PCLM WW J5 220-225 High 41'

Vega 5 90 12/1/28 5PCLM P&W Wasp B 420-450 High 41'

—Seaplane " ” 5PCSM " " >>

Vega Executive 5A " " 5PCLM ” » »

Air Express 0 102 1/11/29 5—7PCLM P&W Wasp 420-450 Parasol 42' 6"

Vega 2 140 4/29/29 5PCLM WWJ6 300 High 41'

Vega 5 169 6/28/29 6PCLM P&W Wasp C 450 High 41'

Vega 5B 227 9/9/29 7PCLM P&W Wasp C 450 High 41'

—Seaplane - 7PC5M " » »

Vega 2A 252 10/7/29 7PCLM WWJ6 300 High 41'

Sirius 8 300 3/14/30 2POLM P&W Wasp C 450 Low 42' 914"

Sirius 8A

Vega DL-1 308 4/2/30 7PCLM P&W Wasp Cl 450 High 41'

Vega DL-B

Sirius DL-2 378 10/27/30 1-2POLM P&W Wasp C 450 Low 42' 10"

Vega 5C 384 12/19/30 7PCLM P&W Wasp Cl 450 High 41'

—Seaplane " >> 7PCSM " " "

Orion 9 421 5/6/31 7PCLM P&W Wasp SC 450 Low 42' 9V2"

Orion 9B 462 2/25/32 7PCLM WC R-1820-E 575 Low 42' 9 VC"

Orion 9E 508 5/22/33 1-7PCLM P&W Wasp SCI 450 Low 42' 914"

Orion 9F 512 7/19/33 5-7PCLM WC P-1820-F2 645 Low 42' 914"

Orion 9D 514 8/31/33 1-7PCLW P&W Wasp SI D1 550 Low 42' 914"

Orion 9F-1 557 10/8/34 5-7PCLM WC SR—1820-F2 650 Low 42' 914"

Explorer 4 none (1929) 1POLM P&W Wasp 450 Low 48' 6"

Explorer 7 (special) none (1930) 1POLM P&W Wasp C 450 Low 48' 6"

Curtiss Conqueror V-
XP-900 none (1931) 2P pursuit 1570C 602 Low 42' 914"

Altair 8E none (1932) 1-4PCLM P&W Wasp SI D1 550 Low 42' 914"

Alrair 8F none (1934) 1-4PCLM P&W Wasp SI D1 550 Low 42' 914"

Altair 8G none (1937) 2 POLM Menasco Unirwin 2 @ 260 Low 42' 914"

230
 APPENDIX 239

SINGLE-ENGINE LOCKHEEDS COMPLETED/FLOWN 1927-37

M = monoplane; WW = Wrighr Whirlwind; P&W = Prorr & Whirney;

Empty Gross Top

Wing Weight Weight Speed Orig¬ Con¬
(sq ft) Length Height (lbs) (lbs) (mph) inals verted Remarks
275 27' 6" 8' 4V2" 1650- 2900- 135 28 — C/ns 4, 17, 29, 30, 34, 40, 41 os seaplanes
1875 3470

275 27' 6" 8' 4V2" 2492 4033 165 36 2 C/ns 38, 56, 58 converted, w/cowl 180-185 mph
" » 2977 4698 157 W/cowl 172 mph
— 5
” 2492 4670 9 W/cowl 175 mph
165 —

288 27' 6" 8' 41/2" 2533 4375 167 7 1 Open pilot's cockpit; w/cowl 176 mph; c/n 130 con¬
verted

275 27' 6" 8' 6" 2140 3853 160 5 1 C/n 57 as seaplane; c/n 30 converted

275 27' 6" 8' 6" 2465 4033 180 — 2 P increased; c/ns 78, 82

275 27' 6" 8' 6" 2490 4265 165 29 3 P increased; w/cowl 180 mph
" " « 2925 4750 157 — 2 C/ns 119, 120 w/Edo K floors,- w/cowl 172 mph

275 27' 6" 8' 6" 2305 4220 160 1 — P increased; c/n 83

294.1 27' 6" 9' 3" 2974 4600 173 5 — 2° dihedral; c/ns 140, 141, 142, 144, 149
»
27' 10" ><
3056 " «> 8 — Larger fin & rudder,- c/n 153 first fully rerracrable l/g

275 27' 6" 8' 2" 2563 4270 178 4 — By Derroir, Duralumin fuselage
« - " " » 3 1 Wire-braced l/g, c/n 135 converted

294.1 28' 6" 9' 2" 2958 5200 175 1 — C/n 165, by Derroir

279 28' 6" 9' 2" 2565 4500 185 6 24 Larger rail
" ” » 3153 4880 175 — 3 C/ns 55, 99, 101

294.1 27' 6" 9' 8" 3420 5400 227 14 1 2° & 3° dihedral; c/n 201 converted

294.1 28'11" 9' 8" 3570 5400 195 2 — 3° dihedral; c/ns 189, 190

294.1 27' 6" 9' 8" 3860 5600 228 2 1 C/ns 193, 195; c/n 192 converred

294.1 27'11" 9' 8" 3708 5400 242 1 — C/n 196

294.1 28' 4" 9' 8" 3640 5800 226 10 — Wing flaps,- longer nose

294.1 28' i y2" 9' 5" 4100 5800 235 1 — C/n 212

310 27' 6" 8' 2" 3075 9008 165 2 — C/ns 2, 116

313 27' 6" 8' 2" '3075 9008 165 2 — 2° dihedral; c/ns 147, 148

292 28' 9" 8' 6" 3010 4360 214 1 — U5AAC YP-24 (no c/n)

294.1 28'11" 9' 3" 3550 5800 220 1 — C/n 188; randem cockpits & cargo-or-P cabin

294.1 28' 11" 9' 3" 3650 5800 221 1 — C/n 213; randem cockpits & cargo-or-P cabin

294.1 28'11" 9' 3" — — — 1 — C/n 214 Flying Tesr5rand

240 APPENDIX

SUPPLEMENT C (Continued)

SPECIAL MODEL SPECIFICATIONS AND QUANTITIES

ATC = Approved Type Certificate,- P = searing; C = closed cabin,- O = open cockpit; L = landplane; S = seaplane,-
WC = Wright Cyclone,- DL = metal fuselage,- On = constructor's [serial] number, L/g = landing gear)

Wing Wing
Model ATC — Date Description Engine HP Position Span
Vega (unossigned) none (1928) 2PCLM P&W Horner 515 High 41'

Vega 5 Special none (1930) 1-2PCLM P&W Wasp C 450 High 41'

Vega Special 2-256 8/13/30 3-5PCLM P&W Wasp C 420 High 41'

—Seaplane » 3-5PCSM " " " -

Vega 5D (modified) 2-274 9/29/30 7PCLM P&W Wasp 420 High 41'

Vega 5A Special 2-284 10/10/30 5PCLM P&W Wasp 450 High 41'

Vega DL-1 Special 2-316 1/3/31 5PCLM P&W Wasp Cl 420 High 41'

Vega DL-1 D Special none (1930) 1PCLM P&W Wasp CIV-1340-17 600 High 41'

Orion 9 2-367 1/17/31 3-5PCLM P&W Wasp C 450 Low 42' 91//

Vega 5C Special none (1931) 1-2PCLM P&W Wasp 450 High 41'

Sirius 8 Special none (1931) 2POSM WC SIT-1820-F2 650 Low 42' 9 Vi"

Air Express Special none (1931) 1POLM P&W Wasp 450 Parasol 42' 6"

Sirius 8C 2-374 8/10/31 4PCLM P&W Wasp C 450 Low 42' 9 Vi"

Alrair (unossigned) none (1931) 2POLM P&W Wasp 450 Low 42' 9 Vi"

Alrair Special none (1931) 2 POLM WC P-1820-F2 645 Low 42' 9Vi"

Vega 2D 2-377 8/21/31 5PCL/SM P&W Wasp Jr 300 High 41'

Vega 5C 2-385 9/22/31 3PCL/SM P&W Wasp 420 High 41'

Alrair DL-2A 2-386 10/17/31 2POLM P&W Wasp E 450 Low 42' 9 Vi"

Alrair DL-2A none (1931) 2 POLM WC 645 Low 42' 9Vi"

Orion 9A Special 2-397 1/16/32 5PCLM P&W Wasp C 450 Low 42' 9 Vi"

Sirius 8 Special 2-400 2/4/32 2 POLM P&W Wasp 450 Low 42' 9 Vi"

Orion 9C Special 2-416 7/11/32 3PCLM WC SR—1820-F2 650 Low 42' 9 Vi"

Alrair 8D 2-423 10/8/32 2POLM P&W Wasp SCI 450 Low 42' 9 Va"

Vega 1 Special 2-427 11/9/32 7 PCLM Packard Diesel P-980 225 High 41'

Orion 9 Special none (1932) 1 PCLM P&W Wasp 450 Low 42' 9 Vi"

Vega 5C Special none (1933) 7 PCLM P&W Wasp SCI 450 High 41'

Vega DL-1 D Special 2-448 5/29/33 7 PCLM P&W Wasp SCI 450 High 41'

Orion 9D-1 2-464 12/1/33 5-7PCLM P&W Wasp SI D1 550 Low 42' 9Vi"
Orion 9D-2 2-488 9/11/34 5 PCLM P&W Wasp SI D1 550 Low 42' 9 Vi"

Orion 9D Special none (1934) 1 PCLM P&W Wasp SI D1 550 Low 42' 9 Vi"
Orion-Explorer (special) none (1935) 2PCL/SM P&W Wasp S3H1 550 Low 48' 6"
 APPENDIX 241

SINGLE-ENGINE LOCKHEEDS COMPLETED/FLOWN 1927-37

M = monoplane, WW = Wright Whirlwind; P&W = Pratt & Whitney;

Empty Gross Top

Wing Weight Weight Speed Orig¬ Con¬
(sq ft) Length Height (lbs) (lbs) (mph) inals verted Remarks
275 27' 6" 8' 4Vs" — — — 1 — C/n 19, Thaw racer

275 27' 6" 8' 6" — — — 1 — C/n 619, built by Schlee-Brock

275 27' 6" 8' 2" 2842 4750 185 1 — C/n 102 Derroir News
" " " 3245 4750 157 ■— 1 C/n 102 w/APCD 9500 floats

275 27' 6" 8' 6" — — — — 1 C/n 101; baggage compr sealed off

275 27' 6" 8' 6" 2492 4217 — — 1 C/n 80 Executive; added equipment

275 27' 6" 8' 2" 2563 — — 1 — C/n 155, Kidston

275 27' 6" 8' 2" — — 221 1 — C/n 159, Army Y1C-17; extra sreamlined

294.1 27' 1" 9' 8" 3420 — — — 2 Passenger P restored; c/ns 173, 174

275 27' 6" 8' 2" — — — 1 — C/n 171; Hi-Speed l/g

294.1 27' 1" 9' 3" 4289 7099 185 — 1 C/n 140, Lindbergh; Edo floats

288 27' 6" 8' 6" — — — 1 — C/n 130, Ingalls; wire & regular l/g

2941 27' 6" 9' 3" 3354 4600 175 1 1 C/n 150; c/n 167 converted; Sport Cabin

294.1 27' 10" 9' 3" 3000 4600 224 — 2 C/ns 145, 153 from Sirius 8A

294.1 28'11" 9' 3" — — — 1 — C/n 176, Macfadden

275 27' 6" 8' 2" 2405 3600 162 — 3 Engine change; c/ns 38, 40, 58

275 27' 6" 8' 2" — -— — — 1 P change; c/n 55

294.1 27' 6" 9' 6" 3310 5200 204 1 1 C/n 180; c/n 165 converted

294.1 27' 6" 9' 6" — — — 1 — C/n 179, Navy XPO—1

294.1 28' 9' 8" 3445 5410 227 1 — 3° dihedral, longer nose; c/n 187

294.1 27' 6" 9' 3" -— 5200 — — 1 C/n 152, Fleming

294.1 27' 6" 9' 8" 3440 5824 200 — 1 C/n 180 Shellighming

294.1 27' 1" 9' 3" 3000 4600 227 — 3 2° dihedral; c/ns 143, 152 (Kingsford-Smith), 214

275 27' 6" 8' 2" — — — — 1 C/n 14, Chamberlin

294.1 27' 6" 9' 8" — — — 1 — C/n 192, TWA cargo carrier

275 28' 6" 9' 2" ' — — — 1 — C/n 194, Continental Oil

275 27' 6" 8' 2" • — — — 1 — C/n 161, assembled by Von Hahe

294.1 28' 4" 9' 8" 3640 5400 226 1 — C/n 204; wing flaps

294.1 28'11" 9' 8" 4182 5800 226 1 — C/n 208; phoro/radio ship; later USAAF UC-85

294.1 28' 4" 9' 8" — — — 1 — C/n 211, Ingalls racer Auro-da-Fe

310 27' 6" 9' 8" — — — — 1 C/n 195, Post; fixed l/g, also on floats
 SUPPLEMENT D

CONDENSED PRODUCTION LIST OF SINGLE-ENGINE LOCKHEEDS

1927-37
(Compiled from Federal Aviorion Agency and Lockheed records)

Of rhe 217 accountable constructor's numbers in the series (cf. Supplemenr

A for dossiers of c/ns 1-214, plus special c/ns EX-2 and 619, and rhe XP-
900 wirh no c/n), 198 individuals were completed and flown.

Duilt Type Model (General) Individuals

110 Vega — Many variations of landing gear (see ° b c below), rails, searing, doors, etc.
9 Vega Executive C/ns 72, 79, 80, 88, 89, 96, 107, 108, 132
10 Vega DL (metal fuselage) C/ns 135S 136S 137S 154s 155, 156, 157, 158, 159S 161b
8 Air Express -- C/ns 5, EX-2, 65, 75, 76, 77, 92, 130c (c/n 76 converted to Vega)
4 Explorer — C/ns 2, 116, 147, 148
14 Sirius — C/ns 140°, 141, 142, 143, 144, 145, 146, 149, 150, 151, 152, 153, 166, 167
(c/ns 143, 145, 152, 153 converted to Alrair)
1 Sirius DL (metal fuselage) C/n 165 (converted to Alrair)
4 Alrair — C/ns 176, 188, 213, 214 (c/n 214 originally wirh Menasco Unirwin installation)
2 Alrair DL (metal fuselage) C/ns 179, 180 (c/n 180 converted to Orion)
1 XP-900 Army pursuit plane No c/n; USAACs YP-24
(metal fuselage)
35 Orion Many variations of cabin, rails, fairings, etc. (c/n 195 converted to Orion-Explorer°)

198 = Total
Duilt
Not
Duilt Remarks Individuals
6 Never fully assembled, or used as replacements; regisrra C/ns 104, 110, 111, 114, 115, 131
rions canceled
10 Used as Fuselage Only replacements; registrations either C/ns 42, 43, 44, 45, 46, 47, 86, 91, 93, 95
never assigned or canceled
3 C/ns never assigned C/ns 162, 163, 164

19 = Total Not Duilt

b Known to have flown on skis: c/ns 4, 17, 30, 34, 60, 64,
NOTES
102, 161.
Known to have flown as seaplanes: c/ns 4, 17, 25, 29, 30, 34, 40,
c Known to have flown wirh wire-braced landing gear
41, 48, 54, 55, 57, 81, 94, 99, 101, 102, 119, 120, 140, 195.
c/ns 9, 73, 99, 130, 135, 136, 137, 154, 159, 171, 619.

SUPPLEMENT E

AVERAGE PERFORAAANCES OF SINGLE-ENGINE LOCKHEEDS

1927-37
(Cf speeds, ere, in Supplemenr C)

Normal range varied from 700 to 1,000 miles in Vegas. With
added fuel capacity, range could be extended to as much as
5,500 miles in an Explorer.
Landing speed varied from 50 mph for a Vega wirh rhe low-
powered Wright Whirlwind engine to 60-65 mph for a cowled
and panted Vega equipped wirh a Pratt & Whitney Wasp. The
Orion and Alrair landed faster 65-70 mph—bur this was cur
to about 58 mph wirh rhe introduction of wing flaps.
Rate of climb varied from 1,300 feet per minute for a regular
cowled and panted 7-place Vega to 1,480 fpm for rhe last
Orion produced (1934). The Sirius and Explorer were slower
climbers, 1,200 fpm. Tops was rhe XP-900 (rhe Army pursuit
plane), v/hich could make 1,820 fpm.
Service ceiling averaged our at about 22,000 feet for rhe
entire single-engine series. Normal ceilings ranged from 15,000
feet for rhe early Vegas to 25,900 for rhe Alrair. Colonel Lind¬
bergh's Sirius had a ceiling of 26,100.
Seaplanes. Vegas on floats wirh a normal load of around
1,500 pounds took off in 15 seconds, wirh o light load were
airborne in 12 seconds. Landing speed varied between 50-60
mph. Normal cruising range was 650 miles,- cruising speed was
about 130 mph.

242
 SUPPLEMENT F

STANDARD EQUIPMENT AND 1YPICAL PRICES

Single-Engine Lockheeds Since 1928-34
In 1929 srondard equipment on all models was: electric self¬ dome, and cabin lights; combination hand-electric inertia
starter; Standard steel propeller,- cabin heaters, Bendix brakes,- starter,- magnetic compass,- bank and turn, air speed, and rare
magnetic compass,- tachometer,- olrimeter; air speed indicator- of climb indicators; rachomerer; altimeter,- clock; oil pressure
bank and turn indicator; oil pressure gauge; 8-day clock; auto¬ and temperature gauges,- indirect instrument lighting. Tail
matic fire extinguisher,- navigation, dash, and cabin lights,- First wheel or skid optional. Bonded for radio.
Aid kit.
Gasoline capacity could be varied from 100 gallons in stan¬
Vega Executive standard extra equipment included: a folding dard ranks to 900 gallons for a long-range Explorer.
desk; a new Corona typewriter; sears convertible to a lounge,-
Oil capacity was ordinarily 10 gallons, bur again could be
lavatory, chemical toilet; extra baggage compartment.
arranged as high as 44 gallons for the Explorer.
In 1901 standard equipment far the Orion was: NACA cowling,
Color. In 1930 was optional if 8 weeks allowed for delivery.
and cylinder baffles,- Lockheed retractable landing gear with
Special upholstery $200 extra,- special lettering and/or designs
oleo shock units,- Goodrich semiballoon tires and brakes; Ham¬
extra.
ilton-Standard propeller; landing lights; two parachute flares;
automatic pressure fire extinguisher; cabin hearer,- navigation,
(Prices flyaway Burbank, Calif.)
Type 1926 1929 1900 1931 1904 Remarks
Vega (Wright Whirlwind) $13,500 $14,750 $14,985 — — —

Vega (P&W Wasp) $20,000 $18,900 $18,985 $19,000 $20,000 1930-31 with cowl & pants;
1934 Model 5C with cowl
Vega Executive (Wasp) — $19,250 $19,985 $20,000 — 1930-31 with cowl & pants
DL Vega (metal) (Wasp) — — $21,985 $22,000 — With NACA cowl
Air Express (Wasp) $21,000 $21,250 $19,885 $20,000 — With NACA cowl
Sirius (Wasp) — $18,500 $18,98.5 $19,000 — With cowl & pants
Orion (Wasp) — — — $25,000 $20,000 1934 Model 9D
Alrair (Wasp) — — — — $25,000 1934 Model 8E

SUPPLEMENT G

TYPES PRODUCED BY YEARS

Single-Engine Lockheeds 1927—37
Type 1927 1928 1929 1900 1931 1932 1900 1934 1907 Originals Conversions Final
Vega 2 29 60 29 4 1 3 1 — 129 1 from Air Express 130

Air Express — 2 5 — 1 — — — — 8 1 to Vega 7

Explorer — — 2 2 — — — — — 4 — 4

Sirius — — 1 14 — — — — — 15 5 to Alrair 10

Alrair — — — — 3 1 — 1 1 6 1 to Orion 10
5 from Sirius

Orion — — — — 17 1 13 4 — 35 1 from Alrair 36

XP-900 — — — — 1 — — — — 1 — 1

Total 2 31 68 45° 26b 3C 16d 6 1 198 7 198

Notes:
By Lockheed Aircraft Corp. (LAC) 183 b Includes 1 Vega assembled by Wedell-Williams, Patterson, La.;
By Detroit Aircrafr Corp. (DAO 11 2 DL Alrairs completed by LAC; XP-900 built by DAC.
Assembled by others _4 c Includes 1 Vega assembled under direction of Firman Gray,
198 Burbank, Calif.

° Includes 9 DL (metal) Vegas & 1 DL Sirius by DAC; 1 Vega d Includes 1 DL Vega assembled under direction of Richard A.
assembled by Schlee-Brock, Detroit. Von Hake, Burbank.

243
 SUPPLEMENT H

SOME ADVANCES RECORDED DY/IN

SINGLE-ENGINE LOCKHEEDS 1928-36

Event Year Plane Notes

First rrans-Arcric flight (Alaska-Spifzbergen) 1928 Vega c/n 4

First nonstop flight Los Angeles-New York 1928 Vega c/n 7, Yankee Doodle

First to fly coast to coast in under 24 hours 1928 Vega " " "

First to fly nonstop coast to coast each way 1928 Vega " " "

First to carry a passenger nonstop coast to coast each way 1928 Vega " " "

First to fly from and over Antarctica 1928 Vega c/n 4

First airplane from which new land was discovered 1928 Vega c/n 4, over Antarctica

First commercial airplane to be fitted with NACA cowling 1929 Air Express c/n EX-2

First nonstop flight Stateside to Alaska (Seartle-Juneau) 1929 Vega c/n 48, Juneau

First solo nonstop transcontinental east-west flight (New York— 1929 Air Express c/n EX-2, Texaco 5
Los Angeles)

First solo nonstop transcontinental west-east flight (Los Angeles- 1929 Air Express
New York)

First solo one-stop round-trip transcontinental flight (New York— 1929 Air Express
Los Angeles-New York)

First nonstop flight New York—Mexico City 1930 Sirius c/n 149, Anahuac

First nonstop flight New York—Canal Zone 1930 Explorer c/n 148, Blue Flash

First commercial transport equipped with fully retractable land¬ 1931 Orion c/n 168
ing gear

First commercial airplane to make a record flight around the 1931 Vega c/n 122, Winnie Mae
world

Wilkins and Eielson prepare for rheir hisroric first flight over Antarc¬
tica.

244
 APPENDIX 245

Event Year Plane Notes

First flight U.SA-Hungary 1931 Sirius c/n 166, Justice for Hungary
First American commercial transport sold to foreign airline 1931 Orion c/n 189, ro Swissair
First ro fly over rhree oceans’ 1931-33 Sirius c/n 140, Lindberghs' N. Pacific,
N, & 5. Atlantic surveys

First U.5. military low-wing aircraft wirh fully retractable landing 1931 Altairs c/n 153, USAAC; c/n 179, U5N
gear

First U.5. Army low-wing pursuit plane 1931 XP-900 c/n none, USAAC YP-24

First nonstop flight Montreal-Flavana 1931 Alrair c/n 176, The Gold Eagle

First woman's solo flight across the Atlantic 1932 Vega c/n 22

First woman's solo nonstop transcontinental west-east flight 1932 Vega "

First nonstop flight New York—Norway 1933 Vega c/n 118, Cenrury of Progress

First nonstop flight New York—Berlin 1933 Vega c/n 122, Winnie Mae

First solo flight around the world 1933 Vega " "

First flight Australia-Oakland 1934 Alrair c/n 152, Lady Sourhern Cross

First woman's solo flight Flonolulu-Oakland 1935 Vega c/n 171

First nonstop flight Mexico City-New York 1935 Vega "

First woman's solo nonstop transcontinental east-west flight 1935 Orion c/n 211, Auro-da-Fe

First flight Tokyo-Manila and return 1935 Alrair c/n 188

First flight Cuba-Spain via South Atlantic 1936 Sirius c/n 146, 4 de Septiembre
 SUPPLEMENT i

HOW LOCKHEED OWNERS NAMED THEIR PU\NES

The Atmosphere and Heavenly Oodles City of Tacoma c/n 2

Aksarben Comer c/n 76 Crystal dry c/n 117
Aquarius c/n 49 Fort Worth c/n 18
Arcrurus c/n 26 Juneau c/n 48
Libra c/n 50 Justice for Hungary c/n 166
Sirius c/n 24 Liruanica II c/n 104
West Wind c/n 181 Richmond, Virginia, U.S.A. c/n 152
South Wind c/n 182 The New Cincinnati c/n 619
North Wind c/n 180
East Wind c/n 184 People
Winter Wind c/n 185 Doctor Brinkley III c/n 196
Coast Wind c/n 186 Elizabeth Lind c/n 40
Raymond Robins c/n 92
Beasts, Birds, and Bugs Sheridan of Oklahoma c/n 204
Early Bird c/n 208 Winnie Mae of Oklahoma c/ns 24, 122, 100
Golden Eogle c/n 1
Gold Eagle c/n 176 Products
Black Horner c/n 75 MorelI's Pride II (Ham) c/n 161
Gilmore Lion c/n 75 Prest-O-Lite II (Batteries) c/n 170
Shellighrning (Petroleum) c/n 180
Honoring Countries and Cities Texaco 5 (Petroleum) c/n EX-2
Anohuac c/n 149 The General Tire (Rubber) c/n 75
dry of New York c/n 112 True Story (Magazine) c/n 19

Roscoe Turner named his plane for his mascor and occasional
passenger.

246
 APPENDIX 247

Other Languages The Crusader c/n 145

The Spirit of Fun c/n 187
Akira (American Indign) c/n 619
The Tester c/n 18
Auro-da-Fe (Portuguese) c/n 211
The Viking c/n 40
4 de Sepriembre (Cuban) c/n 146
Yankee Doodle c/ns 7, 148
Tingmissarroq (Eskimo) c/n 140
Qarrtsiluni (Eskimo) c/n 04
Moraco (Portuguese) c/n 65 And, of Course-The Ladies!
Marajo (Portuguese) c/n 77 Lady Southern Cross c/n 152
Miss Liberty c/n 176
Fanciful Names Miss McAleer c/n 102
Ariel c/n 108 Miss Patsy c/n 11
Blue Flash c/n 148 Miss Silvertown c/n 79
Century of Progress c/n 118 Miss Stratosphere c/n 140
Nugger c/n 99 Miss Streamline c/ns 108, 156
Puck c/n 155 Miss Teaneck c/n 14
The Blue Streak c/n 80 Mrs. ? c/n 171
The Cherokee c/n 120

Norrh Wind in a publicity phoro with its own collection of heavenly

bodies.

Numbers in italics indicate illustrations.
C/n references are to dossiers of individu¬
als in Single-Engine Lockheed series, Sup¬
plement A.
Aerovfas Centrales, S.A, 126, 141
Air Associates, Inc., 40, 47
Air Express, 29, 32, 33, 47, 107, 111,
112, 116
airliners, 111-112, 107, 166, 217
engines, 01, 00-04
first (c/n 5), 01, 111-112
flights, notable, see Gilmore Lion, The,
Ingalls, Laura; Texaco 5
last, 106-107
prototype (rebuilt c/n EX-2); 01 -02
racers, see Black Horner, The; General
Tire, The
Air Express Corp., 112, 120, 124, 108
Airwheels (Goodyear), 89, 148, 161
Akira (Vega c/n 619), 54, 55, 55, 91
see also New Cincinnati, The
Alaska Air Express, 124, 100
Alaska Air Transport, 124, 100
Alaska Coastal Airlines, 124, 125, 100
Alaska Southern Airways, 124, 102
Alaska-Washingron Airways, 115-116,
124, 102-100
Alco Hydro-Aeroplane Co., 198
see also Model G
Aldrin, Edwin E., 162, 162, 160
Alrair, 50, 69, 70, 102, 108, 149, 150,
177
Army, U.S., seeYIC-20; Y1C-25
engines, 49, 152, 154
first, 49, 148
flights, notable, see Crusader, The;
Fuse, Tokushi; Gold Eagle, The; Lady
Southern Cross; Miss Liberty; Okura,
Seizan
landing gear, retractable, 49, 101,
148
meral fuselage, 52, 129, 154, 164
Navy, U.S., see XBO-1
racer, 49, 149
American Airlines, 110, 125, 127
American Airways, 115, 118, 119, 120,
121, 124, 100
INDEX
Ammel, Boy W., 95-96, 96, 177
Anahuac (Sirius c/n 149), 94, 95, 156
Anderson, Lloyd, 109, 140
Angel, Jimmy, 106
Antique Airplane Association, 179
Anzoc (Alrair c/n 152), 70, 70
see also Lady Southern Cross
Ariel (Vega), 102, 170
Arrowhead International Airlines, 124,
107
Asohi Shimbun (newspaper), 65, 68, 69,
108
Auro-da-Fe (Orion c/n 211), 51, 51, 52,
107, 108, 156
Dabb, Charles H„ 140, 158, 174, 176—
177
Dalchen, Dernt, 56, 75
Barry, Gordons., 109, 140, 143, 144
see also Lfneas Aereas Mineras, S.A.
Barry, Judith M., 143, 144
Bellanc, 120
Bellande, Edward A., 14-15, 15, 112
Bendix Race, 49-51, 52, 108, 122, 169,
172
Bennett, Donald, 101
Bevins, O. IX, 00
Bez, Nick, 102
Black Horner, The (Air Express c/n 75),
04, 07, 87
Blevins, Beeler, 49, 50, 172
Blue Flash (Explorer c/n 148), 95-96,
100, 177
Blue Streak, The (Vega), 142, 170
Blumenthal, H. Walter, 41, 176
Boeing 247, 120
Boggs, G. Bay, 10, 05, 117
Bowen Air Lines, 119-121, 124
Braniff, Paul, 120, 121, 109
Braniff, Thomas E., 120, 121
Braniff Airways, 120-122, 124, 102,
161, 220
Breese, Vance, 75, 120, 148
Brinkley, John f\, 155, 156, 170-174,
173
Brock, William S„ 09-41, 40, 48, 49, 50,
106, 166
see also Schlee-Brock Aircraft Corp.
249
Bromley, A, Harold, 65-68, 66, 69, 76,
95, 109
Brown, Henry J., 46, 47, 47, 75, 166
Brown, Bay W., 166, 166
Bryde G Dahl, 27
Buffelen, John, 65, 66
Canadian Airways, 127, 105, 106
Canadian-American Airlines, 40, 124,
125, 136, 107
Candler, Asa, 49, 172
Cantwell, Bobert W., 45, 45, 110, 115
Carman, Joseph L., 115
Carol, King of Bomania, 128, 129
Carhcart-Jones, Owen, 100, 100, 101
Carlin, Hugh W. (Ben), 68
C.A.T. Line, see Corp. Aeronautica de
Transportes, S.A.
Central Airlines, 121, 124, 129, 102, 220
Century of Progress (I, Vega c/n 69), 79,
80, 80, 81
Century of Progress (II, Vega c/n 118),
80, 81, 81, 82, 160
Chamberlin, Clarence D., 50-55, 56, 89,
90, 91, 157, 176, 177
Cheesman, Al, 26, 27
Ga. Aeronautica Francisco Sarabia, S.A.
(CAFSSA), 127, 142-140
Cia. de Transportes Aereos, 140
dry of New York (I, Vega c/n 112), 74,
75, 75-76, 257
City of Tacoma (I, II, III, Explorers c/n's 2,
116, 147), 66-68, 67, 87, 109
Collins, Jimmy, 40, 41, 176
Collyer, Charles B. D., 01, 74, 75
Commercial Airways, Ltd., 126, 105, 106
Continental Air Express, 114, 124
Continental Air Lines, 124, 126, 128,
129, 129, 161, 169, 212
Continental Airways, 49, 122, 122, 124
Continental Oil Co., 161, 172
Corp. Aeronautica de Transportes, S.A.
(CAT. Line), 67, 126, 109-140,
140 156
Costa, Joseph, 109-110, 109, 160
Cramer, Parker D. "Short/," 26
Crocker, Harrison G., 151-150
Cromwell Air Lines, 79, 118, 124
250
Crosley Radio Corp., 41,48, 53, 89
Crosson, Joe, 23, 24, 25, 26, 132-133,
178
Crusader, The (Alrair c/n 145), 49, 96-
97
Crystal Clry (Vega c/n 117), 109-110,
163
Curriss HS2L (Loughead), 6, 6, 8
Czechoslovak Aircraft Works, 157
Davison, F. Trubee, 148, 149
De-icers, 165, 165, 166
Delra Air Lines, 118
Derroir Aircraft Corp. (Derroir-Lockheed),
35, 198
Derroir News (Vega c/n 102), 132, 170-
171, 170, 22Q
Detrayat, Michel, 101, 155
Dickson, James B., 98-99, 99
Doctor Brinkley III'(Orion c/n 196), 156,
174
Dole Race, 14-18, 20, 30, 95
Doolittle, James H., 49, 50, 51, 129, 163,
164, 165, 166, 169
Duralumin fuselage, 166, 224
Duranr, Margery, 173, 174
Eaker, Ira C, 49, 50, 147-149, 152
Earharr, Amelia, 2, 48, 56, 57, 64, 71,
110 169, 176, 179, 198, 212, 237
Atlantic solo flight, 55-57, 107
Mexico City round-trip flight, 101-102
Pacific solo flight, 71-72
races, 47-48, 51, 52
speed records, 88-89
Early Bird (Orion c/n 208), 157, 170—
171, 171
Eastern Air Transport, 119, 123
Eckmann, Anscel C., 115
Eielson, Carl Ben, 20, 21, 22-23, 27,
113
Elizabeth Lind (Vega c/n 40), 169, 212
Ellis, Robert E., 115, 163
Endres, George, 60-61, 60
Engines:
Curriss Conqueror, 150
Curriss V-8, 4, 5
Guiberson diesel, 69
Hispano-Suiza, 101
Loughead-Sradlman, 10, 10
Packard diesel, 90
Pratt & Whitney Horner, 34, 43, 166
Pratt & Whitney Wasp, 30, 31, 35, 43,
54, 62, 76, 84, 89, 100, 108, 110,
124, 131, 132, 133, 162
trimoror, 157
Wright Cyclone, 49, 52, 57, 103, 105,
137, 154, 156
INDEX
Wright Whirlwind, 14, 17, 21, 28, 49,
87, 113, 136, 161, 162
Experimental Aircraft Assn., 180
Explorer, 67
engines, see Supplement C
first, 2, 20, 23, 66
flight, notable, see Blue Flash
flight, Pacific, attempted, see City of
Tacoma
last, 95
second, 66
third, 67
wing, distinctive, 66
Fahy, Herbert J., 29 33-34, 47, 67, 86-
87, <37, 94, 176
Fates, Herbert G., ii, 172
Fecher, James E., 146, 148, 149
Federal Aviation Administation, xi
Federation Aeronautique Internationale
(FAD, 87, 91
Fierro, Roberto, 94-95, 95, 156
Flighrs, notable, see Supplement H
Flights, record:
altitude, see Nichols, Ruth; Post, Wiley
endurance, see Fahy, Herbert J.
speed, see Earharr, Amelia; Nichols,
Ruth; Shoenhair, Leland F.
"Flying Furnace," 90, 91
F-1 (Loughead flying boar), 3, 6, 6, 7, 7,
8, 8, 9
F-1 A (Loughead landplane), 6, 7, 7 8
Ford Museum, 28, 169, 212
Eon Wonh, 65, 68
4 de Septiembre (Sirius c/n 146), 109,
109
Fowlie, Danny, 158
Franklin Institute, 64
Fritz, Lawrence G„ 86, 112, 114, 129
Frost, John W„ 14, 15, 16, 17, 17, 18
Fuller, W. P., 176
Fuse, Tokushi, 108
Garty, Harold, 55, 76-78, 77, 117
General Electric Co., 179
General Tire, The (Air Express c/n 75),
46, 47, 166
General Tire & Rubber Co., 34, 37, 46,
75
Gerschler, James, 35, 148, 201
Gilmore (lion), 37-39, 38, 48, 49, 117
Gilmore Lion, The (Air Express c/n, 75),
38-39, 39
Goebel, Arthur C., 16, 17, 30, 30, 31, 43,
45, 48, 49, 50 51, 86, 95, 96, 161
Gold Eagle, The (Alrair c/n 176), 57, 58,
97
Golden Eagle (Vega c/n 1), 15, 16, 17,
18, 19, 20, 21, 29-30, 58
see also Vega, first
Goodrich, B. F. Co., 33, 45, 165
Gray, Firman, 35, 148
Griffin, Bennett, 16, 79-80, 80, 161
Grubb, Oscar E., 32-33
Haizlip, James, 115, 164, 166
Hall, F. C„ 48, 51, 76, 83, 115, 117, 118,
155, 171
Hall, James Goodwin, 49, 50, 96, 97
Hall, Norman 5., 6, 118
Halliburton, Erie P., 44-45, 45, 68, 113-
114, 114, 171
Hanford Airlines, 122, 124, 125, 127,
132
Harmon Award, 23, 107
Hawks, Frank M., 2, 31-33, 33, 41, 107,
112, 117, 147, 161
Headle, Marshall, 36, 113, 146, 148,
154
Hearst, George, Jr., 14, 16, 17
Hills, G. W„ 100
Hughes, Howard, 28, 174
Hull, BerrE, 161
Hull, Theodore T., 139, 140, 140, 145
Hunter, Ben S„ 12, 13, 31, 35, 117, 198
Hutchinson, George R., 69
Hybrid Orion-Explorer (c/n 195 rebuild),
130, 177-178, 178
Independent Oil & Gas Co., 115, 159,
161, 179
Ingalls, Laura, 51-52, 52, 101, 106-
108, 107, 110, 155, Mb, 210
International Airways, 113, 124
International Nickel Company, ii
Invalid Coach, 167, 167
Jameson, David, 179-180
Jay, Ken, 15, 198
Jefford, Jack, 133
Jensen, Martin, 16, 17, 18
Johnson, Harold 5., 49, 50, 122
Jones, Harold 5., 68, 79
Juneau (Vega c/n 48), 115, 116, 116
Justice for Hungary (Sirius c/n 166), 60-
62, 60
Keeler, Fred E, 12, 13, 26, 34-35, 143,
198
Kelly, Marie, 30
Kidsron, Glen, 99-100, 100
Kimball, James, 61
Kingsford-Smirh, Charles, 2, 69-71, 71,
101, 110
Lady Southern Cross (Alrair c/n 152), 69,
70, 70, 71, 101, 102
LaJorre, Charles, 173

Lambert, Stafford L. "Casey," 174, 175, ■
176
Landing flaps, 10, 70, 107, 101
Landing gear, 19, 23, 24, 27, 28, 46,
102, 116, 134, 135, 146, 147, 178
Airwheels (Goodyear), 89, 148, 161
belly skid, 66, 91, 92, 93
dropable, 16, 66, 92, 93
floors, 23, 24, 104, 138, 178, see also
Supplements COD
retractable, 2, 49, 101, 119, 129, 146,
148, 152, 157, 200; see also
Supplements C & H
Skis, 21, 22, 25, 28, 135, 136, 137;
see also Supplement D
wheel pants, 34, 46, 89, 92, 162-163
wire-braced (speed), 76, 89, 106,
123, 147; see also Supplement D
Law, Bernard A., 139, 140
Lindbergh, Anne Morrow, 35, 36, 37, 38,
103, 103, 104-106
Lindbergh, Charles A., 2, 15, 38, 103,
111, 112, 129, 164, 198
advisor to Pan American,
Transcontinental & Western Air, 103
record, transcontinental, 36
Sirius prototype, 35-36
transocean surveys, 104-106
Lfneas Aereas Mineras, S.A. (LA*MSA,
Barry), 126, 143, 143, 144, 145
Lfneas Aereas Occidenrales, S.A.
(L.A.O.), 126, 141, 141, 142
Lippihcorr, Harvey, 27
Liruanica II, 62, 63, 63, 64, 222
Lockheed Aircraft Co., xi, 12, 13, 14, 34,
198
Lockheed Aircraft Corp., 34-35, 198,
199
Lockheed Mountains, 26, 27
Loew, Arthur, 98, 99
Loughead, Allan Haines, 3-13, 6, 12,
15, 20, 24, 30, 33, 35, 118, 143
designer, 4-10, 199
manufacturer, 4-25, 198, 201-202
Loughead, Malcolm, 3-10, 6, 12, 198
Loughead Aircraft Mfg. Co., 5-10, 8, 12,
198
Lougheed (Loughead), Victor, 3-4
Lurzow-Holm, Finn, 27
McAdoo, William Gibbs, 142, 173
MacDonald, George A., 173, 174
Macfadden, Bernarr, 33, 43, 44, 49, 53,
57-58, 97, 176
Mackenzie, Gordon, 133
MacLaren, Mary, 8
MacMillan (Donald B.) Expedition, 28
McMullen, Clement, 98, 98
Macready, John, 29, 163, 163, 164
INDEX
MacRobertson Pace, 69, 91, 100-101,
129, 155
Maddux Air Lines, 112-113, 113, 123,
124
Magyar, Alexander, 59-62, 60
Mainichl Shimbun (newspaper), 108
Malraux, Andre, 155
Mantz, A. Paul, 52, 71, 71, 140, 157,
168, 169, 169, 170
Marshall, Don, 158
Mattern, James J., 68, 79-83, 80, 81,
83, 98, 118, 163
May, Wilfred R. "Wop,” 135-136
Mears, John Henry, 74-75, 75, 148, 237
Menendez, Antonio, 109, 109
Mid-Continent Airlines, 121-122, 124
Miller, H. C„ 101
Miller, Ward, 46-47
Mirow Air Service, 133
Miss Liberty (Altair c/n 176), 53, 58-59
Miss McAleer (Vega), 132, 166
Miss SiIverrown (Vega c/n 79), 33, 42,
45, 48, 86, 88, 165, 165, 166
Miss Stratosphere (Altair c/n 143), 109,
157, 176, 177
Miss Streamline (Vega c/n 108), 142,
166
Miss Streamline 2nd (metal Vega c/n
156), 166, 166
Miss Teoneck (Vega c/n 14), 90
see also "Flying Furnace"
Mirrelholzer, Walter, 137
Model G, 4-6, 4, 5, 8
Monocoque (molded single-shell)
fuselage, 2, 9, 10, 157, 201-203,
202 203
Morrell's Pride II (Vega), 166
Morris Jack, 43
Morrison, R. E., 167-168, 168
National Advisory Committee for
Aeronautics (NACA), 31, 32
National Aeronautic Assn. (NAA), 16, 87,
88, 89
National Air and Space Museum, 64,
106, 161, 179
National Air Races (NAR), 34, 42-52, 75,
97, 161, 164, 176
Nebesar, Robert, 157
Neison, Marsinah, 100
Nevada Airlines, 35, 45, 116-117, 117,
124, 139
New Cincinnati, The (Vega c/n 619), 48,
54, 89-90
see also Akira
New York, Rio & Buenos Aires Air Line
(NYRBA), 126, 127, 137, 138
New York & Western Airlines, 123, 124,
129
251
Nichols, Ruth, 54, 56, 90, 91, 101, 176
record, distance, 90
records, altitude, 89-91
records, speed, 89
transatlantic attempt, 53-55
Nikrent, Joe, 88, 89
Northrop, John K, 6, 6, 10, 12-16, 15,
20, 23, 26, 31, 111-112, 198, 199,
201
Northwest Airways, 126, 131, 132, 135
Nugget (Vega c/n 99), 133, 134
O'Brien, John, 117, 139
Okura, Seizan, 108
Orion, 52, 101, 120, 121, 122, 128, 131,
132, 138, 141, 155, 156, 158, 172,
178
airliners, 49, 119-123, 128-131,
137-138, 141
design influence of, 157
engines, 52, 101, 107, 131, 174
existing, 52, 169
first, 119-120
flights, notable, see Auto-da-Fe,-
Shellightning; Spirit of Fun, The,-
Swissair
last built, 161
metal fuselage, 52
military, Romania, 129
military, Spain, see Warplanes,
Spanish
military, U.5., see UC-85
racers, see Auto-da-Fe; Candler, Asa;
Detroyat, Michel; Johnson, Harold S.;
Shellightning; Sheridan
seaplane, see Hybrid Orion-Explorer
wing flaps, first Lockheed, 131
Oviatr, Tod, 23, 36
Pacific Alaska Airways, 126, 128
Palmer, Richard W., 148, 201
Pan American Airways, 103, 128, 129,
140, 141
Pan American-Grace Airways (Panagra),
126, 127, 137, 138
Parker, Will D„ 161
Parks Air College, 35, 166-167
Philbin, Philip H., 123, 133
Phillips Petroleum Corp., 155, 157, 161
Piersol, James V., 170-171
Pilgrim, 120
Pittsburgh Airways, 123, 125, 132
Plew, James E., 4
Poling, Daniel A., 172, 173
Porter, Orval, 25, 26, 26
Post, Wiley, 2, 48, 49, 55, 84, 92, 93,
110, 130, 161, 178, 180
airline pilot, Mexico, 139
Congressional award, 179
252
dearh flighr, 178-179
racing, 48-49
srrarosphere flights, 91 -93
world flighr, first (with Gariy), 76-78
world flighr, solo, 83-85
Prarr & Whitney Alrcrafr Corp. (P & W),
see Engines
Prest-O-Lite II (Vega), 166
Puck (Vega c/n 155), 99, 101
Pure Oil Co., 91, 95, 130
Purnam, George Palmer, 56, 71
Qarrtsiluni, 28
Quesada, Elwood, 149
Pacing, 42-52
see also Bendix Pace; Dole Pace;
MacPoberrson Pace; National Air
Paces; Thompson Trophy Pace
Raymond Robins (Air Express), 172, 172
Record Breaker (Vega c/n 171), 103
see also Earhart, Amelia
Peeve, Poberr C., 137
Peichers, Louis T„ 49, 50, 51, 53, 57-59,
97, 97
Pichfield Co. of Calif., 31
Piiser-Larsen, Hjalmar, 27
Poach, Hal, 98
Pobbins, Peginald L., 68-69, 79
Poberrson, MacPherson, 69
see also MacPoberrson Pace
Podman, Durton P., 5, 6, 198
Pogers, Will, 112, 115, 178, 178
Pose, Franklin, 101, 123, 128, 141
Posmarin, Joseph, 98, 99
Porhermere, Viscounr, 59, 61, 62
Pyan, Thomas Forrune III, 122
5a I ay, Emil, 59-60, 61, 62
San Luis Mining Co., 143
Santa Maria Airlines, 114, 126
Sarabia, Francisco, 142, 142
Schlee, Edward F., 39-40, 40, 53, 136
Schlee-Brock Aircraft Corp., 39-40, 53,
137
Scott, Gordon, 16-18, 17
Scuttlebutt, see UC-85
Shankle, Joan Fay, 1 76
5hellighrnlng (metal Orion c/n 180), 52,
129, 164, 165, 165, 166, 169
Shell Oil Co., 63, 163
Shell Petroleum Corp., 49, 164
see also Doolittle, James H.;
Shellighrning
Shelton, Gentry, 118
Sheridan (Orion), 51, 51, 155
Shoenhair, Leland F., 30, 33, 45, 48, 49,
86, 88, 113, 165
Shrader, Pay, 161
INDEX
Shupe, Cecil, 113
Simmons, Sheldon, 133
Sirius, 37, 40, 69, 94, 95, 109
converted to Altair, 49, 69, 148, 150,
176, 177
DL-2 model, 150
engines, 35, 103, 105
first (c/n 140), 2, 35-36, 37
flights, notable, see Anahuac; 4 de
Sepriembre; Lindbergh, Charles A.;
Justice for Hungary
last, 118
military, see Anahuac
navy, Cuba, see 4 de Sepriembre
seaplane, see Lindbergh, Charles A.
Special, 69
Sport Cabin, 40, 41, 176
Sirius (Vega c/n 24), 45, 46, 48, 117,
117
Smith, Charles P., 121
Smithsonian, see National Air and Space
Museum
S-1 (Loughhead sport biplane), 3, 9, 9
10, 11, 13
Southwest Air Fast Express (S.A.F.E.,
SAFEway Airlines), 45, 114-115,
120, 126, 127
Spanish Civil War, see Warplanes,
Spanish
Spirit of Fun, The (Orion c/n 187), 98,
230
Squier, Carl B„ 35-36, 101, 123, 173—
174, 198, 199, 201
Sradlman, Anthony, 5, 6, 10, 198, 199
Stanavo "eagles" (Vegas c/n 117, 118 &
metal Vega c/n 156), 80, 81, 82,
97-98, 121, 163; see also Century
of Progress (II); Crystal City; Martern,
James
Standard Oil, 162-163
Srearman, Lloyd, 128, 201
Stinson, 120
Swissair, 126, 137-138, 138, 155, 157,
169
Tollman, Frank G., 168-169, 170
Tallmanrz Aviation, Inc., 168-169, 212
see also Mantz, A. Paul; Tollman,
Frank G.
Taney, Theodore, 123, 132
Taylor, P. G. (Bill), 70, 71, 71
Taylor, Poberr, 179
Tester, The (Vega c/n 18), 45, 45, 68,
114
Texaco 2 (Vega), 161
Texaco 5 (Air Express c/n EX-2), 33, 34,
34, 112
Texaco 16 (Sirius), 108, 162
Texas Air Transport (T.A.T.), 117-118,
119, 126
Texas Co., The, 31, 33, 147, 161-162
see also Hawks, Frank; Texaco 5
Thaw, Pussell, 101, 172, 173
Thaw, William K., 43-44
Thompson Trophy Pace, 45, 149
Tingmissarroq (Sirius c/n 140), 105-106;
see also Lindbergh, Charles A;
Sirius, first
Transcontinental & Western Air (TWA),
38, 91, 93, 126, 129-130, 130,
155, 164, 169, 177, 198, 224
Transposes Aereos de Chiapas, S.A.
(TACSA), 126, 142
True Story (Vega c/n 19), 43-44, 43
Tucker, Harry J., 30-31, 30, 43-44
Turner, Poscoe, 38, 49, 110, 117, 154,
154, 161
Gilmore Oil Co., promotion for, 37-
39, 161
Nevada Airlines manager, 36, 117
racer, 45, 46, 48
record, transcontinental, 36
Vancouver-Agua Calienre flighr, 96,
161
UC-85 (Orion c/n 208), 157, 158
see also Early Bird
UC-101 (Vega c/n 210), 157
Universal Airlines, 113, 126
U.S. Army, see UC-85, UC-101, Y1C-12,
Y1 C-17, Y1C-23, Y1C-25, YP-24
U.S. Navy, seeXPO-1
Varney, Walter T., 123, 129, 141, 141,
155
Varney Speed Lines, 123, 127, 128-
129, 141, 141, 155
Vega, xii, xiv, 1, 14, 15, 18, 19, 20, 23,
24, 27, 28, 30, 34, 38, 42, 43, 46,
48, 50 54, 64 65, 72, 73, 74, 75,
77, 79, 80 81, 82, 84, 86, 91, 93,
99, 113, 116 117, 120, 121, 129,
130, 133, 134, 135, 136, 140, 142,
144-145, 148, 159, 160, 162, 165,
166, 167, 168, 169, 170, 172, 176,
180
airliners, 112-145
belly skid, 91, 92, 93
construction, 13-14; see also
Monocoque fuselage
engines, 15, 21, 30, 43, 49, 84, 89,
110, 133, 147
Executive model, 88, 159, 160, 161,
166, 172, 173, 179; see also
Supplement D
first (prototype), 13-18
flights, notable, see Carhcarr-Jones,
Owen; Century of Progress; Earhart,

Amelia; Hall, James Goodwin;
Juneau; Kidsron, Glen; Liruanica II;
McMullen, Clement; Turner, Roscoe;
White, Will W.; Wilkins, George
Hubert; Winnie Mae; Yankee
Doodle
last built, 158, 177
metal fuselage, 89, 101, 121; see also
Supplemenr D
military, U.5., see UC-101; Y1C-12;
Y1C-17
racers, 42-52
record, endurance, see Fahy,
Herbert J.
records, altitude, see “Flying Furnace";
New Cincinnati, The; Winnie Mae
records, speed, see Earhart, Amelia;
Miss Silverrown; New Cincinnati, The
seoplone, first, 23-26; see also
Supplement D
skis, flown on, 21-23, 27, 137; see
also Supplemenr D
Speed model, 154-155; see also
Landing gear, wire-braced;
Supplemenr D
“sunken-wing," 91
warplane, Spanish, 155, 156
Viking, The (Vega c/n 40), 28, 28, 169
Von Hake, Richard A., 35, 148, 166,
201, 201
INDEX 253
Vultee, Gerard F., 23, 24, 31, 35, 66, 67, Wood, John P., 46-47
200, 201 Woods, James, 101
Woods, Robert J., 150, 153, 201
Wairkus, Felix, 62, 62-64, 222
Warplanes, Spanish, 131, 141, 154-157,
XP-90Q (USAAC YP-24 fighter, no c/n),
155, 156, 157, 174
150-151, 151, 152, 153
Wedell, James R., 114, 118-119
see also YP-24
Wedell-Williams Air Service, 114, IIS-
XRO-1 (metal Altaic c/n 179), 153, 154
119, 126, 157
Western Air Express, 31, 111-112, 126,
137 Yankee Doodle (Vega c/n 7), xiv, 30—
White, Will W„ 98, 98, 163
31, 30, 43, 44, 95
Wilczek, Sandor, see Magyar, Alexander see also Supplement H
Wilkins, George Hubert, 19-27, 20, 26, Y1C-12 (metal Vega c/n 158), 149-150,
66 151
Williams, Harry P., 118-119 Y1C-17 (metal Vega c/n 159), 147, 147,
Winnie Mae (Vega c/n 122), 1, 2, 48, 148
48, 77, 79, 84, 93, 101, 115, 180, Y1C-23 (metal Alrairc/n 165), 148, 149,
210 150
engine, 76, 83, 92, 110 Y1C-25 (Alrairc/n 153), 49, 148, 149,
instruments, 83, 92 149
mail carrier, 130 Yerex, Lowell, 139
modifications, 76, 83, 92 Young, Don, 35, 95, 161
National Air and Space Museum, 179 YP-24 (USAAC 2-P pursuit plane, no c/n),
racer, 48 150-153, 152
stratosphere, pioneer flights, 92-93 see also XP-900
world flight, first (Posr-Garty), 76-78
world flight, second (Post solo), 83-
85 Zimmerman, Dalz, 137
Wolf, Rudolf, Inc., 155 Zuniga, Miguel A., 143
 ABOUT THE AUTHOR

A lifelong resident of New York Store, Richard Sanders Allen grew up during rhe
golden age of aviation. He has held numerous jobs, ranging from Wall Street office
boy to Executive Director of rhe New York State American Revolution Bicentennial
Commission. A veteran of rhe Air Transport Command of World War II, he was
awarded a Guggenheim Fellowship in engineering history in 1962. Over rhe past
forty years he has gained a distinguished reputation os a researcher, compiler, and
writer in such diverse fields os nineteenth-century bridge-building and iron-making,
rhe Spanish Civil War, and aviation history. Revolution in the Shy is an outgrowth of
Rick Allen's early and consuming love of airplanes, flying, and flyers. He lives in
Albany.

255
 .

'
 c/f11an it e
®ccai^

CHARLES A ANNE LINDBERGHS’ SURVEY FLIGHTS

N.Y.-Canada-Alaska-Siberia-Japan-China
North Atlantic Survey
1 st Portion—N.Y.-Newfoundland-Moscow
2nd Portion—Geneva-South Atlantic-N.Y.

Dasepiion •
Island "‘ ■
WILKINS—2nd Hnarft Antarctic Expedition

WILKINS—lit Heant Antarctic Expedition 1929-30

19S8-S9
(Antarctica
 (Continued from front flap)

with all its triumphs and tragedies, is

supplemented by hundreds of historical
photographs and scale-model drawings.
It successfully blends technical history
with the excitement, adventure, and
romance of aviation, and chronicles the
careers of the brash young men and
women who proved that flying could
really get you there. Its first edition in
1964 garnered wide acclaim from the avi¬
ation community.

A lifelong resident of New York State,

Richard Sanders Allen grew up dur¬
ing the golden age of aviation. He is a vet¬
eran of the Air Transport Command of
World War II. In 1962 he was awarded a
Guggenheim Fellowship in engineering
history. For the past forty years he has
gained a distinguished reputation as a re¬
searcher, compiler, and writer in such di¬
verse fields as nineteenth-century bridge
building and iron making, the Spanish
Civil War, and—his first love—aviation
history. He lives in Albany.

Jacket design by Peter A. Davis

Jacket photo
courtesy of Lockheed Aircraft Corp.

ORION
BOOKS
a division of Crown Publishers, Inc.
225 Park Avenue South
New York, New York 10003
 Praise for the first edition

"If any one book can be said to contain all there is to know about
one type of airplane, Revolution is it, and it gives its knowing in
rare, smooth readability." Richard Bach, Flying magazine

"The information gathered here is as impressive as the book is

exciting. Although crammed with enough facts to win the
approval of any scholar, it reads like a novel." Library Journal

"Brought back many memories: it is very well done."

Jimmy Doolittle
"Revolution in the Sky offers a fascinating, fast-reading story of
excitement, romance, and adventure. For aircraft historians it is
an exhaustive technical account of early Lockheeds in fine detail
and accuracy. Rick Allen's monumental effort excels from any
• -
an^e- American Aviation Historical Society Journal

"The most beautiful presentation of an aviation historical subject

that I have ever seen. Col. Gene Gurney,
Director of USAF Book Program

"Well-researched history with suberb photos of the unique -r •v-'y ■■ *•.

Lockheed monocoque-fuselage/cantilever-wing monoplanes of

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