April/May/June 2009 Vol. XXXII, No. 2

2009 VAHS Board of Directors

Front Row (l to r - kneeling): Phil Brown, Randall Burdette, Dick Pitman, CharlieKulp, Tom Woodburn, Marguerite Wonsey, Scott Gross

Back Row (l to r): Ray Tyson, Maxine Walker, Mike Boehme, Jen Melton (officemanager), Courtney Beamon, Neil November, David Hahn, Al Orgain, Bill Kelly,Linda Burdette, Van Crosby, Mark Sternheimer, Charles Hundley

Not pictured: Jackie Dankos, Calvin Falwell, Dewitt Freeman, Carl Lindner, “Buz”Rich, Bill Schultz, William R. Shelton, Deborah Sterling, Ken Strafer, Cary “Doc”Broadway, David Tyndall

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VIRGINIA EAGLESthe official newsletter of the

VIRGINIA AERONAUTICALHISTORICAL SOCIETY

Officers and Board of DirectorsVan E. Crosby, Richmond, President

John G. Dankos, Mechanicsville, 1st Vice PresidentScott Gross, Williamsburg, 2nd Vice President

Charles J. Williams, Jr., Prince George, SecretaryBruce Russell, Richmond, Treasurer

Albert M. Orgain IV, Richmond, ChairmanTom Woodburn, Richmond, Vice Chairman

Neilson J. November, Richmond, Chairman EmeritusCourtney A. Beamon, MidlothianLinda Burdette, Fredericksburg

Calvin Falwell, LynchburgDewitt L. Freeman, Louisa

Charles Hundley, RichmondBill Kelly, Richmond

Charles A. Kulp, Sr., BealetonCarl M. Lindner, Richmond

Claude “Buz” Rich, WilliamsburgKenneth A. Rowe, RichmondBill Schultz, Williamsburg

Ret. Judge William Shelton, RichmondDeborah J. Sterling, AshlandMark Sternheimer, Richmond

Ken Strafer, FairfaxH. Ray Tyson, Jr., Ashland

Maxine M. Walker, DeltavilleMarguerite Wonsey, Williamsburg

Organizational DirectorsMike Boehme, Director, Virginia Aviation Museum

Randall Burdette, Director, Virginia Dept. of Aviation

Chapter RepresentativesNorthern Neck Middle Peninsula – Cary “Doc” Broadway

Williamsburg – John R. “Dick” Pitman

StaffJennifer Melton, Editor

Kim Boehme, Copy EditorLinda Burdette, Feature Article Editor

Thanks to Delta Airport Consultants, you can now view the VirginiaEagles Newsletter on the Web.

Visit us on the Web at www.vahsonline.orgClick on Virginia Eagles

Contact us by mail at:VAHS5701 Huntsman RoadRichmond International Airport, VA 23250-2416

e-mail us at vahs@smv.orgTelephone (804) 222-8690

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Aviatrix Remembers VAHS

Think back with me to a windy Spring day,Thursday, June 5, 1941, when Neil November (thenwith curly hair) and Carl Lindner worked for flyingtime as line boys and gas pumpers at Hermitage Fieldon the north side of Richmond. In that same yearMartha Hughes, as she was then known, was famouslocally as the first woman in the City of Richmond tobecome a certified pilot. She was also one of the fewfemale flyers who flew regularly out of Hermitage Field.Based on a contemporary newspaper article and theeyewitness account of Neil November, the followingevents took place near Hermitage Field that day.Martha was returning in her single engine Fairchild 24(she named it Madame Queen) from White SulphurSprings, West Virginia. She was trailing a wire radioantenna while on her approach to the HermitageAirport. On short final she encountered strongcrosswinds as much as 40 miles per hour. She wentaround to try again. On one of the attempts to land(she reportedly tried three times) the antenna wirebecame entangled with power lines near the airport.

This causeda nose-upcondition inthe airplane.Trying torecover, shepushed thet h r o t t l ef o r w a r dand thecarburetorflooded; ther a d i a lengine lostpower and

quit. She was forced to land in a wheat field at Broadand Hamilton Streets where the Methodist Orphanage

was located across from Tantilla Gardens. There,Madame Queen came to rest nose down and left wingup. Neil November and Carl Lindner recognized theFairchild 24 withthe failing radial,jumped into a car,and sped over theAcca Yard to thecrash site. As theyarrived at thewheat field, theyrealized theairplane wasleaking fuel fromthe wing tank suchthat it ran intoNeil’s eyes as hegot in place forrescue under thewing. He and CarlLindner pulledMartha from theairplane which theywere sure would explode at any moment. It wasreported in the press that while hundreds of onlookerswatched, these rescuers got her out of the airplane toprotect her from what could have been a real disaster.She exited the damaged aircraft with only a scratch onher arm. The airplane did not actually catch fire.Martha (who later married Reed West) had a verygood reason to be the friend of Neil November andCarl Lindner then. Now she has proven to be a friendto them (both VAHS Board members) and our Society.

At our last Board Meeting, it was announcedfor the first time publicly that the VAHS is a distributeeof a trust created under the Will of Reed I. West, whodied on March 17, 2000. The trust was establishedby Reed West for the benefit of his wife, Martha C.West. Martha West has long been a friend of theVirginia Aviation Museum and the VAHS. She died

Pleasure flight ends in forced landing -- Mrs.John B. Hughes escaped serious injury yes-terday when she brought her monoplanedown in a wheat field at Broad and HamiltonStreets after the motor failed in the high wind.

Martha West is shown with her hus-band at White Sulphur, where theyflew on a Pittsburgh Aero Club massflight.

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on September 1, 2008. Under a Codicil of the Will ofReed I. West, certain charitable distributions weredirected on the death of Martha West. One of thesebequests provides that the Virginia AeronauticalHistorical Society will receive one of three equal partsof a portion of the Reed I. West Estate “to be used fora project selected by the [VAHS] governing body andnamed in honor of Reed I. West.”

Martha West and her husband have been greatbenefactors of the preservation of Virginia aviationhistory. The building in which the Virginia AviationMuseum is located is named in honor of Martha West.This tradition of generosity and interest in Virginiaaviation has continued to this day and now will go intothe future as the VAHS is given the means to form aproject worthy of these two friends of our Society.

As our Board will now decide how to use thismoney, we look forward to suggestions from ourmembership. Please write to me directly at the addressbelow or to our President, Van Crosby at USIInsurance Services, 4880 Cox Road, Suite 102, GlenAllen, Virginia 23060 (e-mail: van.crosby@usi.biz),with suggestions. It is my hope, subject to thediscussion of the VAHS Board, that this recent giftwill be a way to fulfill our mission, and at the sametime honor the memory of Mr. and Mrs. West for theirgenerosity and interest in Virginia aviation.

Changes – They May Be A Coming

A budget House Bill (HB1600) of interest wasrecently passed in the Virginia General Assembly. ThatHouse Bill (through an amendment) calls for a jointreport by the Virginia Aviation Museum and the VirginiaAir and Space Center in Hampton, Virginia, to theChairmen of the House Appropriations and SenateFinance Committees by October 1, 2009 on thepossibility of the merger of the two entities in order toprovide greater educational and cultural opportunitiesfor the citizens of Virginia. This bill (as quoted below)calls for a report on at least the following issues:

1. the effectiveness and costs ofmaintaining a satellite facility in the Richmond area,

2. the funding requirements of amerged facility in the Hamptonarea, and

3. the disposition of the currentassets of the Virginia AviationMuseum, including land, buildings and exhibits under various mergerscenarios.

As of this writing, the House Bill has not beensigned by the Governor. To be law, it must be signedby April 6, 2009.

The VAHS founded the Virginia AviationMuseum and donated it to the Science Museum ofVirginia. Our offices are located at the VAM. Ourannual functions take place at the VAM. Our historicaland physical connection with the VAM is undeniable.Accordingly, your Board and this Society are greatlyinterested in the health of the VAM, its aviationcollection, its location and continued operation.Toward that end I suggest and I strongly urge, thatyou write or e-mail the Director of the Science Museumwith your thoughts, views and suggestions as to howthe Science Museum should report to the legislature.Send your letters to:

Mr. Richard ContiCEO/DirectorScience Museum of Virginia2500 West Broad StreetRichmond, Virginia 23220E-Mail: rconti@smv.org

Please send copies of your correspondenceto our secretary Jennifer Melton at the VAHS (VirginiaAeronautical Historical Society, 5701 HuntsmanRoad, Richmond Int’l. Airport, Virginia 23250-2416,e-mail: vahs@smv.org) so that we can keep up withthese communications and the suggestions. Later onour Society will want to focus on the legislative processas it may figure in to the future of the Virginia AviationMuseum.

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In the Works?

While the snowy and rainy weather may havekept some of our planes grounded, the efforts for thehistorical marker for the Virginia Air National Guardand the marker for the Airway Light Tower at Studley,Virginia, are taking wing. Bill Schultz remains activeon both of these projects and we will report to you, ifwe can timely do so, when those dedications take place.

David Hahn has reached out to ourmembership and others to provide stories of flying bothin the military and in the civilian flying world. The hopeis that we can build on what was received from theWilliamsburg Eagles Chapter to produce a publicationof this flying history. Please take a moment to writeabout your experiences, or the experiences of a relativeor friend, which are worthy of note. Forward thatinformation to David C. Hahn, c/o Jennifer Melton, atthe VAHS.

Al OrgainVAHS Chairman(804) 783-7243AOrgain@SandsAnderson.com

Law Office Address:Sands Anderson Marks & Miller801 East Main StreetPost Office Box 1998Richmond, Virginia 23218-1998

Engineering Test PilotThe Exceptional Career of

John P. “Jack” Reederby

Mark Chambers

Read about the Virginia Aviation Hall of Fame’s2005 Inductee John P. “Jack” Reeder’s career asa test pilot at NACA/NASA. To order your copy,contact Jen Melton at (804) 222-8690 orvahs@smv.org. $20 plus tax and shipping.

A “Must Have” book for anyaviation collection

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Hall of Fame Member Bill Davenport’s Airplane On Display atthe National Air & Space Museum

Hall of Fame member Bill Davenport’s Piper Apache was installed in the National Air and Space Museum’sUdvar Hazy Center January 27, 2009. On hand was his son, NASM Director General Dailey, NASMDeputy Director, General Anderson, Aeronautics Curator Dorothy Cochrane and VAHS Archive and CollectionsChairman David Hahn. The aircraft is parked to the far left of the main gallery as you enter the Udvar HazyCenter and can be found next to the military Lockheed Constellation.

NASM’s interest in Mr. Davenport’s Piper Apache for the national collection is as an example of civil aviation’smove away from steel-tube, wood and fabric, light-twins of an earlier era to the more modern all-metalconfiguration. This aircraft is also representive of Piper Aircraft’s move away from steel-tube and fabricaircraft such as the Piper Cub and Tri-Pacer to its all-metal series of aircraft, named after Native Americantribes, such as the single-engine Cherokee, the twin-engine Apache, Aztec and later Cheyenne . The PiperApache in particular helped Piper sucessfully break into the all-metal, light-twin, era of personal and businessflying. It also figured prominently as a light-twin, instructional trainer.

Mr. Davenport’s donation to the National Air and Space Museum also reflects the human story of the WorldWar II naval aviator continuing on in aviation well after the war. This particular Piper Apache soldiered on inthe Richmond area for many years and many pilots that trained in her went on to bigger and better things,thanks to their exposure to this aircraft. As he walked around the aircraft you could see their stories in his eyes.

NASM Director and Virginia Aviation Hall of Fame Member John R. “Jack” Daileyshakes Virginia Aviation Hall of Fame member Bill Davenport’s hand upon theinstallation of his donated Piper Apache at the Udvar-Hazy Center.(NASM photograph by Dane Penland)

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April 25Meet Jay Jay Day at the Virginia AviationMuseum. Have your picture taken with Jay Jay theJet Plane. There will be many activities like painting,button-making, face-painting and more, especiallygeared towards the pre-school aged guest. The costis $8 for all ages. 11 a.m. – 3 p.m. Tickets are limited;please call (804) 864-1400 (press 2) to reserve yourticket.

April 25-26Air Power Over Hampton Roads will take place atLangley Air Force Base in Hampton, Virginia. TheUSAF Thunderbirds will be performing. Admission isfree.

May 17Studley Airmail Beacon Historical MarkerDedication will be held in Studley, Virginia at 2:00p.m. Contact the VAHS office at (804) 222-8690 ore-mail vahs@smv.org for directions and details.

May 17Aviation Games at New Market Airport will takeplace from 1:00 p.m. – 6:00 p.m. Spot landing, flourbombing, balloon popping and possibly spongedropping. $15 to enter – prizes from registration pot.Rain date is Sunday, May 24. For more informationcall 540-271-1076 or www.geocities.com/eaa511vaor pipertw@gmail.com.

May 30Air Fair at the Virginia Aviation Museum.Celebrate a day of flight and more at the VirginiaAviation Museum. Check out an EmergencyManagement Mobile Command Post and aDepartment of Aviation Cessna and attend a rocketbuilding workshop. Call (804) 236-3622 for moreinformation.

May 30-31Virginia Regional Festival of Flight will be held atthe Suffolk Executive Airport. Two days of airplanes

and family fun from ultralights to multi engines! Visitwww.VirginiaFlyIn.org or call 703-590-9112 for moreinformation.

June 20-21“Lunch is on us!” will take place at LunenburgCounty Airport (W31) from 11:00 a.m. – 3:00 P.M.Free hamburgers, hot dogs, barbecue with all the fixingsand beverages. For more information contact MichaelCocker, airport manager at (434) 696-4624, (804)840-3200 or w31airport@embarqmail.com

Ongoing Events:

Pancake Breakfast at Mecklenburg-BrunswickRegional Airport takes place the first Saturday ofeach month from 8:00 a.m. – 10:00 a.m. Breakfastand Social hour with regularly scheduled livepresentations by FAA and/or NTSB. Sponsored byMecklenburg-Brunswick Regional Airport and TheClub/Lake Gaston Resort. For more informationcontact (434) 729-2591 or AVCAirport@buggs.net.

Soup on Sunday at Campbell Field (9VG) on theEastern Shore of Virginia will take place each Sundayfrom noon to 3:00 p.m. For more information visit thewebsite or contact Gordon Campbell at (757) 442-7519.

Friends of the Petersburg Pilots Association holdsa breakfast from 8:00 a.m. – 10:00 a.m. the thirdSaturday of each month at the Dinwiddie CountyAirport. For more information call (804) 861-9915.

Lonesome Pine EAA Chapter 1416 invites pilotsand guests to attend the free “Hotdogs & Hangar Talk”beginning at 11:00 a.m. the third Saturday of eachmonth at Lonesome Pine Airport (follows the EAAChapter meeting at 10:00 a.m.). For more informationcontact Bob Spera, Director, Liberty Flying Service(276) 328-5300 or liberty@mounet.com or visitwww.libertyflyingservice.com

Calendar of Events

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Flying Circus Airshow (open every Sunday, Maythrough October) including precision aerobatic andformation flying, wing walking, hot air ballooning,skydiving and antique open cockpit airplanes. Biplanerides are available before and after every show. Gatesopen at 11:00 a.m. Show starts at 2:30 p.m. $10 foradults and $3.00 for kids. Group rates available.Concession stand, picnic grounds, gift shop. Picnicpavilion available for party rental. The Flying CircusAerodrome is located at Rte 17 and Rte 664 (RichieRoad) in Bealeton, Virginia. For more informationvisit www.flyingcircusairshow.com or call (540) 439-8661.

Northern Neck/Middle Peninsula

Contact:Cary L. “Doc” Broadway – PresidentP.O. Box 32Merry Point, Virginia 22513(804) 462-0319e-mail: docnsue1938@earthlink.com

Meetings are held the 3rd Thursday of each month atthe Pilot House Restaurant in Topping, Virginia at 12:00p.m.

Northern Virginia Chapter

Contact:Bill Schultz Chapter Development Chairman(757) 258-8875

Williamsburg “Eagles” Chapter

Contact:Phil Brown – President114 Walnut Hills DriveWilliamsburg, Virginia 23185(757) 253-0379e-mail: williamsburg-aeronautics@cox.net

Meetings are held the 3rd Wednesday of the month at10:00 a.m. at the Williamsburg Airport.

Williamsburg Eagles Chapter Notes –January, 2009:

The January 2009 meeting opened with President PhilBrown’s “Man Your Battle Station” call!! Phil hasdeveloped some new and innovative devices forencouraging the membership to come to order. Iparticularly like the “Start Engines” sounds!

VIRGINIA AIRPORTS Vera Foster Rollo &Norman L. Crabill. THE most in-depth histori-cal survey of our Virginia airports, aeronauticalevents, and the people that make it happen, fromthe earliest days of aviation in the Old Dominion.Extensively researched and detailed with manynever-before-seen aerial maps of airports fromthe beautiful Shenandoah Valley to the Tidewa-ter area of Virginia. 8 1/2 by 11 paperback. 244pages and is packed with b/w photos and illus-trations. It can be purchased from the publisherfor $25 per copy (U.S.) which includes shippingand handling. Order at Virginia Aeronautical His-torical Society, 5701 Huntsman Road, Rich-mond, Virginia 23250-2416 or call (804)222-8690 or email vahs@smv.org.

Chapter Notes

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Chapter Notes Williamsburg Eagles –February, 2009:

The February meeting of the Williamsburg EaglesChapter was called to order by President Phil Brownfollowed by V-P Stan Lewis leading the Chapter inthe Pledge of Allegiance.

We were very fortunate today to hear Jim Patton, whotravelled all the way from Crystal River, FL., for histalk entitled “A Test Pilots Life”. Jim’s professionalaviation background encompasses service as a NavalAviator from the late 1940’s to early 1950’s and 46subsequent years as a flight test engineer andengineering test pilot. Attendance was exceptionallylarge, reinforced by folks from NASA-Langley andseveral guests, including two very nice young peoplefrom Great Britain and their ex-RAF dad.

Jim’s introduction to aviation came with a ride in acabin Waco at age 7, a Ford Tri-Motor ride at age 9and spins in a Piper J-3 at age 12 which cost him$2.00. He was hooked on flying and on spins inparticular! He managed to work around airplanes inhigh school and earn enough money to take flyinglessons at age 15.

Vice President Stan Lewis led us all in reciting thePledge of Allegiance. A call for 2009 membershipdues was made. 76 members have already ‘Re-Upped’ with 42 yet to pay.

Our speaker was Greg Hastings, a Southwest Airlinescaptain and the son of Chapter member Ed Hastings.In his talk entitled Before and After Ploesti –“Killer”Kane’s 98th Bomb Group, Greg tells the story of hisfather’s flying career which spanned Air Corps/AirForce service in WWII, Korea, and Vietnam andconcluded with participation in a general aviation FBO/aircraft brokerage. Ed commenced his flying career inIndiana, moved to Basic in Kansas and thence toBarksdale for initial B-24 training. He was attached to343rd Squadron in the 98th Bomb Group as a radiooperator. The 98th formed in Barksdale then went toMacDill, Ft Myers and then Lakeland for B-24Dtraining.

With training completed, the Group departed WestPalm Beach for North Africa via the SouthernCaribbean, South America, the Atlantic Ocean, acrossAfrica and into Palestine’s St Jean and Ramat Davidairfields.

Ed and Greg’s photos of life in flooded tents, operationsin seas of mud and gale-blown dirt and sand, camelrides in Egypt and aerial views of the B-24s duringcombat missions added impact to the story. Missionstypically lasted 12-14 hours and longer, in someinstances. Join up could take as long as 2 hours beforeheading toward the target.

For the raid on the oil refinery facilities at Ploesti(Romania) the shortest distance from the departure

b a s e ,Benghaz i(Libya), tothe targetwas 1060n a u t i c a lmiles. Astraight linepost-strikedivert from

Ploesti to Aleppo in Syria was 850 nautical miles. Theentire mission route of 2700 miles took 16 hours tocomplete. Of the 179 planes which participated inthe raid, 54 were shot down. 47 of Ed’s squadron’sairplanes participated. 22 made it home. Thisoperation was yet another testament to the sacrificesmade by our “Greatest Generation”!

One week before the Ploesti raid, Ed and his crew,having already completed their quota of combatmissions, departed for the U.S. He entered pilot flighttraining, earned his wings and was assigned to bombers.Following WWII he flew C-119s in the Korea conflictand was Chief of Maintenance at Cam Ran Bay duringthe Vietnam war. Ed retired from the Air Force in1971 then became a partner in RAM Aviation.

Ed and Greg, “Thank You for your Service to ourCountry”. We really enjoyed your long overdue story!

Greg Hastings and his father, Ed Hastings

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After completing tour as an active duty Naval Aviator,he earned an aeronautical engineering degree at theUniversity of Colorado and joined Chance-Vought asa flight test engineer for spin testing of the F-8U. Out

of the cockpitfor two yearsand tired ofbeing ground-bound, hespotted anopening for aflying job andwas hired bythe CAA as aflight test pilot.After severalyears of testflying with theCAA/FAA,Jim was sentto the NavalTest PilotSchool at

Patuxent River, MD. His subsequent FAA flight testprojects included the C-140 Jet Star, several WWIImilitary aircraft that were being used in civilianagricultural flying, and the SST which Boeing wasdeveloping in the mid 60s. As the SST program limpedtoward cancellation because of overly ambitiousperformance goals, Jim hired on with NASA’s LangleyResearch Center.

Jim’s test work at NASA initially involved steep angle,surface noise reducing approaches in a Boeing 707,(noise abatement issues were becoming a concern atthis time). Powered lift (VSOL) aircraft programs inU.S., UK and Germany followed. Aircraft studiedincluded the Kestral P-1127 (Harrier predecessor),the XC-142, the Short SC-1 and the Bolkow BO-31.

Starting in the 70’s and continuing through the mid‘80’s, Jim was a founding member of and testparticipant in NASA’s effort to more thoroughlyunderstand general aviation aircraft stall and spinbehavior. Many safety advances followed, leading tospin-resistance modifications and certification

innovations for such airplanes as the Cirrus SR-seriesand Columbia 350-400. For these efforts he wasawarded the Kincheloe Trophy by the Society ofExperimental Test Pilots. A NASA Exceptional ServiceAward also recognized his management and pilotingefforts in this field.

During his 21 years there as Chief Research Pilot andHead of the Research Aircraft Branch (aircraftmaintenance) he participated in a wide variety of testprograms and experienced intriguing aircraft. Hisdescriptions of the test work were put in layman’s termsthat we could understand and the fantastic picturesthat he brought made this talk come alive. You betwe’re envious-right up to the spin testing in variousaircraft that resulted in flat spins and recoveries! Noone went to sleep! Suffice to say after over 9,047flight hours and 157 different aircraft types he has quitea resume!

Following retirement from NASA in 1987, Jim becamean FAA approved designated engineeringrepresentative for flight testing. During the next 15years he conducted 16 separate flight programs forcompanies including Cirrus, Grobe, and Maule.Shortly after announcing his retirement from this secondtest pilot career, he was urged to plan and conductspin testing for the Red Baron Pizza team modified(big engine) Stearmans – this was an offer he couldn’trefuse! One FAA-approved test plan, several hundredspins completed and spin certification achieved, heretired yet again. What a cool postscript!

Thank you, Jim, for your talk and journey toWilliamsburg to share your experiences. As an adjunctto this morning’s talk, Jim shared his “Test Pilot’s Life”with the Christopher Wren Association in the afternoon.

Chapter Notes Williamsburg Eagles –March, 2009:

Once again I gotta say:”You shoulda been there”!

The March meeting of the Eagles Chapter commencedwith the saying of the “Pledge of Allegiance” lead byVice President Stan Lewis, followed by some

Jim Patton

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housekeeping announcements, greetings to our guestsand visitors, and then Chapter President Phil Brownintroduced our guest speaker.

Col. Darrel Whitcomb, USAF Ret., and his “bride”Chris drove down from Fairfax to speak to ourmembers in the morning and to the Christopher WrenAssociation in the afternoon. Darrel is a 1969 graduateof the U.S.Air Force Academy and was a ForwardAir Controller flying O-1 and O-2 aircraft with the 23TASS in Southeast Asia (Vietnam, Laos andCambodia). His call signs were NAIL-25 then later -70. In between those times he was a RAVEN FAC

opera t ingwithout U.S.markings orID, deep “in-coun t ry” .Darrel metChris atNKP whereshe was withUSAF Intel.

Some yearsago Darrel did extensive research on a EB-66 shoot-down near the DMZ during the 1972 Easter Offensive.This loss led to the largest search and rescue (SAR)of the Vietnam War. I like to think of it as the Vietnamversion of “Saving Private Ryan”. Darrel’s researchled to his book, “The Rescue of Bat-21” (if you werenot with us today you have to read it - the hard coveredition has pictures too!). Prior to writing his ownaccount he had seen the Hollywood version of thisrescue operation, Bat 21, a depiction full of inaccuraciesand Hollywood inventions. Darrel was determinedto tell the REAL story, one that could stand on its ownmerit without contrived hype.

The time and location of the recovery operationcoincided with a major offensive by North Vietnameseforces against South Vietnamese defenders. Poorcoordination between the allied defensive forces andthe rescue planners in Saigon led to several tacticalblunders. The Cam Lo Bridge near the rescue sitewas never destroyed and continued to be a conduitfor North Vietnamese (NVA) armor. Fortunately, CaptJohn Ripley USMC (dec.) was at the same time in the

act of setting charges to blow up the Dong Ha Bridgeto the east, denying its use by the NVA troops andtrucks bringing supplies to the South.

The entire crew of the EB-66 (BAT-21) was lost withthe exception of the navigator, Col. Iceal Hambleton(BAT-21B). During the period April 2-18, some 800supporting air strikes were put into the area in anattempt to rescue BAT-21B, who had landed near theCam Lo Bridge, north of the river. Downed would-be rescuers, Mark Clark (NAIL-38B), on thesouthside of the river, and Bruce Walker (COVEY-282A) east of the two others and north of the Riveralso hoped for a SAR recovery. Two of the three wereeventually rescued by a young Navy SEAL, Lt. TomNorris, and a South Vietnamese commando, pettyofficer Nguyen Vian Kiet. The rescue effort cost thelives of 11 aircrew members, 2 aircraft lost and 4severely damaged. Bruce Walker was shot and buriedby the NVA rather than risk his escape. His ID cardwas eventually located in the now infamous HanoiMuseum.

For their harrowing but successful rescue effort, Lt.Norris was awarded the Medal of Honor and P.O.Kiet was awarded the Navy Cross (one of only twoawarded to a South Vietnamese soldier or sailor).

In July 2005 Darrel, Tom Norris and others went tothe site of the rescue, the original Dong Ha Bridge(and the new bridge) and other crash sites from thismission. Pictures of these sites as well as actual missionphotos brought this event to life! It was indeed apleasure to listen to such an authoritative and historicallyaccurate account.

Darrel remained active in the Air Force reserve whileflying with Delta Airlines. He retired as a 777 Captainflying international routes. Following his Delta career,Darrel flew contract flights for several months in Iraq– at age 58 - he just wouldn’t quit!Darrel and Chris’ daughter is a USCG officer stationedin the Seattle area.

Thank you so very much Darrel and Chris for yoursuperb efforts today and service to our country! Itwas really nice to see you both once again!!

Col. Darrel Whitcomb, USAF Ret. and hiswife Chris

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It’s who we are and where we have goneFlying the Coronado hither and yon

As a young boy my friends called me “Poat”At 23 I will command this Giant flying boat

Down the ramp at Alameda we do departFor far off Manila our flight is to start

I feel sorry for the men who pull off the gearThat extremely cold water gives them no reason for

cheer

While taxiing the navigator trolled for fishFresh fish to eat is a delightful dish

Four powerful engines with their mighty roarBrought excitement and salt spray as we leave the

shore

The take off was smooth in San Francisco BayLanding in Honolulu is a long 16 hours away

We would settle down for the long over-sea flightBeing thankful for the stars to guide us at night

Our flight engineer watched his “how goes it” curveMaking sure that we had gasoline in reserve

Radio signals sent out with a dot and dash songInformed home base how we were getting along

Four hours of intense flying and two to restThen back to the cockpit to do our best

Clear skies and a full moon made the conditionsjust right

To spot Honolulu, a beautiful sight

Flying over the landing area the moon is so brightThe color of the water could be seen that night

The landing was made into a very light breezeThe Coronado touched down with the greatest of

ease

Tired and weary we welcomed the bedKnowing that our flight to Manila was just ahead

With a plane load of mail from home to the boysWe were welcomed in the Islands as we tied to the

buoys

From Manila to Saipan as the sun was settingI saw the churning ocean and the weather

threatening

We flew into a typhoon that very stormy nightWe were covered with St. Elmo’s fire that was very

bright

Frustration and fear are quite a mixIn the eye of the storm the navigator got a star fix

Turbulence, rain and lightning is our plightWe find that we are 90 miles to the right

Holding the same heading the wind is our friendWe are back on course at the typhoon’s end

The Coronado is quite comfortable getting all wetShe says “No matter the weather I will get you there

yet”

On arrival at Saipan we were greetedWith many problems that were not needed

Cross wind and torrential rain from the night skyI got us down safely on the second try

Using the landing lights at night will impairThe only thing you get is confusion and glare

The Giant Flying Boatby William (Bill) Davenport, Virginia Aviation Hall of Fame Member

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All night landings are made on instruments with careThe windshield is black, no mistakes to spare

The flight back to California was uneventful, but yetBlanking the complete area the fog had set

The windshield is white this foggy dayOn instruments we land in San Francisco Bay

The co-pilot says with a great big smile“You have been on the water for over a mile”

We throw out an anchor so as not to driftWe can taxi in as the fog will lift

For a job well done of the crew I am proudI give them a cheer both grateful and loud.

SUPPORT THE SUPPORT THE SUPPORT THE SUPPORT THE SUPPORT THE SOCIETY SOCIETY SOCIETY SOCIETY SOCIETY

Support the VAHS…. Buy aSupport the VAHS…. Buy aSupport the VAHS…. Buy aSupport the VAHS…. Buy aSupport the VAHS…. Buy aT-shirt or a Polo shirt withT-shirt or a Polo shirt withT-shirt or a Polo shirt withT-shirt or a Polo shirt withT-shirt or a Polo shirt withthe VAHS logo on it….the VAHS logo on it….the VAHS logo on it….the VAHS logo on it….the VAHS logo on it….

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Contact: Jen Melton,Contact: Jen Melton,Contact: Jen Melton,Contact: Jen Melton,Contact: Jen Melton,(804) 222-8690 or e-mail:(804) 222-8690 or e-mail:(804) 222-8690 or e-mail:(804) 222-8690 or e-mail:(804) 222-8690 or e-mail:vahs@smv.orgvahs@smv.orgvahs@smv.orgvahs@smv.orgvahs@smv.org

Change of Office Hours

Beginning Monday, January 12th, 2008 the VAHSoffice hours changed to Tuesday thru Friday, 9 a.m. –2 p.m. to accommodate the closing of the Museum onMondays.

Please make sure that you notify the VAHS office ofany change of address. We have been getting quite afew of the Eagles newsletters back for wrongaddresses and I know you don’t want to miss the greatarticles and all the latest news on what’s happeningwith the VAHS.

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VAHS BOOK PROJECT

Remember, we need your personal aviation storiesfor the upcoming VAHS book. Get off yourposterior and tell an aviation story for posterity!Comical? Informative? Historical? Sad? Joyous?Just do it! Don’t worry about spelling, grammar,etc. We’ll edit if it needs it. Pictures? Save, butdon’t send yet. Let us know what you have.

So far, we have stories from Ray Tyson, DebbieSterling, Ken Rowe, Gene Boyle, Edison Vail,andTom Tyndall.

We need many, many more to make thisrepresentative of our community. Put yourself inprint and be a part of history!

Now you can purchaseVAHS logo apparelfrom Lands End!

The VAHS has set up the logo with Lands End andthey can put it on virtually anything they have. Justfollow the instructions below and you will be on yourway!

VAHS Logo garments throughLands End

1. Go to Landsend.com/businessoutfitters

2. Click on “Register” at the top right. Youdon’t need to enter the customer number atthis point

.3. The next screen will display your account

information. On the bottom right, click on“Logo Library” to add an existing logo toyour library.

4. Under “Enter New Logo Information”enter VAHS Shirts for the “Nickname”enter 0817875 for the “Logo ReferenceNumber”, Check the “Default Logo” boxenter 4327148 for the “Customer Number”click on “Add to Library”

5. At the next screen, click on “Done”

6. The next screen will display your accountinformation, click on one of the top links tobegin shopping.

7. After you select your items, the site will thenask if you would like to add logos to yourgarments, select “VAHS Shirt” from thedrop down, then “Add to Cart” or “Returnto Shopping”

You only have to register the logo once.

14

Your VAHS is working on some very exciting projects. Join acommittee so you can help out! Call (804) 222-8690 or e-mailvahs@smv.org to volunteer.

Finance

Bruce Russell – Chair

Chapter Development

Bill Schultz – Chair

Membership

Scott Gross – Chair

Audio/Visual Aviation History

Courtney Beamon - Chair

Nominating

Ken Rowe – Chair

Newsletter

Jen Melton – Chair

Archives Preservation

David Hahn – Chair

Historical Marker

Bill Schultz – Chair

Annual Meeting/Auction

Scott Gross – Chair

Hall of Fame Selection

Tom Woodburn– Chair

Marketing & Public Affairs

Bill Kelly - Chair

VAHS Committees

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Virginia AviationHistory Project

* * * * *Samuel Langley: Aviation Pioneer

Samuel Pierpont Langley paced impatiently on thedeck of a houseboat on May 6, 1896. His friend andfellow scientist, Alexander Graham Bell, stoodnearby. The previous day, they had taken the train 41miles from Washington, D.C., to the village ofQuantico, Virginia. In a shallow, remote cove on thePotomac River, they watched nervously whileworkmen made final adjustments to the sixth in a seriesof experimental steam-powered flying models thatLangley called ‘Aerodromes.’ Finally, at 1:10 p.m.,with the model’s propellers turning at maximum speed,Langley gave the signal to launch. When the launchlever was pulled, powerful springs catapulted the largemodel along its 20-foot launching rail. Takeoff!

Instantly, the left forward wing twisted to an acuteangle, and the giant dragonfly barrel-rolled into thewater with a mighty splash. After the crew pulled thewreckage from the river, Langley examined it. He

declared that a truss wire had snapped when it snagged part of the launching apparatus, causingthe wing to warp wildly out of alignment. Concealing his disappointment, he ordered immediatepreparations to launch the remaining Aerodrome.

Samuel Pierpont Langley

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The 1890s witnessed an unprecedented period of scientific and technological growth in a variety offields: Rudolf Diesel patented his engine in 1892, Henry Ford built his first auto in 1893, theLowell Observatory was erected at Flagstaff, Ariz., in 1894, Guglielmo Marconi invented radiotelegraphy in 1895, and hydroelectricity became a reality at Niagara Falls in 1896. Independently,several scientists and engineers began to experiment with powered heavier-than-air flight.

Scientists interested in aviation had to exercise the utmost care, however. This was a field in whichreputations and even careers could easily be ruined. Aviators were considered cranks or crackpotsby most newspaper reporters, but they were tolerated because of the provocative copy theyprovided-jumping off cliffs, bridges or barn roofs, emerging from their wrecked machines batteredand bloody. Even more dramatic, sometimes they did not emerge at all. The public was generallyamused by tales of such adventures because everyone knew that aerial navigation-like perpetualmotion-was impossible. The serious enthusiasts were widely scattered: Lawrence Hargrave inAustralia, Hiram Maxim and Percy Sinclair Pilcher in England, Louis Pierre Mouillard in France,Otto Lilienthal in Germany, Augustus Herring and Samuel Langley in the United States. Still, thesepioneers found a way to communicate-informally united by French expatriate Octave Chanute ofChicago, who corresponded with most of the leading aeronautical inventors. His classic book,Progress in Flying Machines, was published in 1894. In that chronicle, spanning almost 400years of thought, observation and experiment, Chanute recorded and analyzed the primitivebeginnings of flight. It was considered the bible of aerial navigation by enthusiasts of the era.

Langley became interested in astronomy in his youth. With his brother’s help, he labored manyhours constructing several small telescopes. Although he had talents in mathematics and mechanics,he was not sent to Harvard like his older brother. Instead, Langley studied as an apprentice in anarchitect’s office. He moved west in 1857, establishing his own architectural firms in Chicago andSt. Louis. By 1864, the Civil War had adversely affected his business, and Langley returned toBoston.

The war over and his architectural business in shambles, Langley decided to switch careers andpursue astronomy. Using family connections, he began a meteoric rise in the field. He was appointedassistant to the director of the Harvard Observatory in 1865. He served as assistant professor ofmathematics at the U.S. Naval Academy in 1866, then became director of the observatory andprofessor of astronomy and physics at Western University of Pennsylvania at Pittsburgh in 1867.

That pos i t ion a lso inc ludeddirectorship of the AlleghenyObservatory-a run-down facilitylacking equipment, personnel andfunding.

It was there that Langley proved tobe a resourceful manager. While atthe observatory he originated thepractice of selling the exact time tothe Pennsylvania Railway twice aday. When combined with theinstantaneous communication of thetelegraph, exact time allowed themaintenance of precise schedules at

Before attempting a full-scale version, Langley built a quarter-size modelthat flew successfully in 1901. It was the first time a gasoline engine haddriven an airplane.

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all stations along the line. During the next 20 years, Langley’s administration realized more than$60,000 from that idea-funds that were used exclusively for the observatory.

Between 1870 and 1887, Langley’s devotion to the study of solar physics produced valuableinformation concerning the sun’s radiation spectrum. He also established the unit for measuringsolar radiation that still bears his name-the langley. Colleges and universities around the worldrecognized the value of his research, awarding him honorary degrees, while his peers lauded hisachievements. Langley’s new career was a splendid success, but he was not happy-he felt unfulfilledand intellectually isolated from mainstream science.

In an article published in the Aeronautical Annual for 1897, Langley revealed his lifelong curiosityabout flight: ‘The subject of flight interested me as long as I can remember anything, but it was a

communicat ion f rom Mr.Lancaster, read at the Buffalo[N.Y.] meeting of the AmericanAssociation for the Advancementof Sc ience , in 1886, whicharoused my then dormant attentionto the subject….’ Israel Lancaster,an amateur na tura l i s t andaeronaut ica l exper imenter,presented a paper containing somany theoretical errors that it drewroars of laughter f rom theassembly of professionals. Sincehe gave no demonstrations, fewbel ieved Lancas ter ’s c rudewooden flying models could soarwithout internal power for up tofifteen minutes. Octave Chanute,who had planned the program, was

disappointed, but his most prominent guest, Langley, left Buffalo enthusiastic about the new challenge.Was powered, heavier-than-air flight possible? A series of experiments would be required to discoverthe secrets of flight. New and original measuring equipment had to be invented. At 52, Langley feltinvigorated-it was like starting his solar project all over again.

Langley’s large ‘whirling table’ apparatus was constructed at Western University of Pennsylvaniain 1887. He masked his intentions from the public by referring to the research program as‘experiments in pneumatics.’ The steam-powered device measured the lift and drift (drag) of flatsurfaces set at various angles to air blowing at velocities up to 70 mph. About the same time,anemometers (wind gauges) and small lifting surfaces were hoisted to the top of tall poles to studywind currents and updrafts.

After launching those experiments, Langley was named the assistant secretary of the SmithsonianInstitution by the then current secretary, who died within the year. Langley, the natural choice assuccessor, was officially elected to the position toward the end of 1887. He moved to Washington,D.C., where he held the most influential and prestigious scientific position in the United States.

The frame of Langley’s Aerodrome A in his workshop, January 31, 1900

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Langley supervised the continuing whirling table research from Washington, giving his assistantsdirections by letter and telegraph. Additional experiments, conducted in the spacious laboratoriesand shops of the Smithsonian, provided Langley with the necessary data to write his paper of1891, ‘Experiments in Aerodynamics.’ Perhaps his most significant conclusion was that ‘mechanicalflight was possible with engines we could then build.’

In his paper of 1893, ‘The Internal Work of the Wind,’ he arrived at startling conclusions concerningair currents and the power required to fly. Because of problems with apparatus and methods, someof Langley’s data was faulty, leading him to conclude that less power was required to fly fast thanslow. Because of his scientific reputation, ‘Langley’s Law’ was accepted-although tentatively-butwould later be disproved.

To validate the results of his research, which had been questioned in some quarters, Langley startedmounting stuffed birds, obtained from the Smithsonian’s vast archives, to the whirling table andmeasuring their lift and drift. Often there was not enough lift to raise the carcass.

Between 1887 and 1891, Langley’s staff constructed more than 100 models powered by twistedstrands of rubber. None proved capable of staying airborne for more than six seconds. At thatjuncture, the team investigated every known alternative- electric motors and batteries, compressed-air motors, hot-water motors and even flywheels. All were too heavy. While carbonic acid (H2CO3)looked promising as a fuel, nagging technical problems dampened enthusiasm for that option.Germany’s Nicholas Otto had recently invented an internal combustion engine, but early exampleswere big, heavy and underpowered.

Lightness, strength and power were prerequisites for successful Aerodromes, and the steam engineseemed to be Langley’s last hope. Over the next five years, a tremendous effort was expended tooptimize the delicate steam power plant. By 1896, the system consisted of an engine, burner,boiler coils, pump, fuel reservoir and associated delivery tubes and fittings. One example, whichproduced one brake horsepower, weighed only 7 pounds.

Langley, true to form, avoided theoretical considerations and resorted to empirical methods fordetermining the airframe design. Large rubber-band-powered test models (Nos. 30 and 31) wereused to settle the wing configuration issue. Today those two models would be consideredconventional-a monoplane and a biplane, each equipped with a Cayley-type cruciform tail. Yet apuzzling question remains: How did the final tandem-wing arrangement emerge from those testmodels? Whatever the reason, all Aerodrome models sported tandem wings.

Work began on the first Aerodrome in November 1891. (Langley’s numbering system for identifyingthe Aerodrome models gets confusing-his first model was No. 0, the second No. 1, the third No.2, etc. Later, No. 4-the 5th model-was modified, becoming No. 6.) According to Langley,Aerodrome No. 0 had ‘a single pair of large wings containing about 50 square feet, and a smallerone in the rear about half as much, or in all some 75 feet of sustaining surface, for a weightwhich…would not exceed 25 pounds.’ Six months later, that first attempt at a working model wasabandoned as hopelessly overweight. Three new Aerodromes (Nos. 1, 2 and 3) were built betweenJune and November 1892. Different engines, burners, boilers, fuels, working fluids and a variety ofconstruction materials were tried in the Aerodromes, all in an effort to save weight.

Determining the ideal size of the Aerodrome was an exercise in trial and error. The second prototype(No. 1), which was much smaller than its predecessor, was designed to operate on compressed air

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or H2CO3 acting on the piston ofa modified steam engine. Its totalsupporting surface was only 6.5square feet, but the engine wasweak-producing only a fraction ofthe power required for flight.

The third model (No. 2) wassteam-powered. It had a liftingarea of 50 square feet and waslarger than No. 1 but smaller thanNo. 0. It also turned out to beoverweight and underpowered.

The fourth Aerodrome (No. 3),about the size of No. 2, showedthe best power-to-weight ratio thusfar, but Langley was not happy.‘There was…,’ Langley said,’somuch that was unsatisfactory about it, that it was deemed best to proceed to another constructionbefore an actual trial was made in the field.’

Design and construction of the fifth Aerodrome (No. 4) began in December 1892. Its relativelysmall wings totaled 14 square feet, and the weight was a modest 10 pounds. Its power plant andpropulsion system lifted 40 percent of the Aerodrome’s weight during static tests-the bestperformance yet.

No. 4 was ready by mid-March 1893, but Langley’s crew had difficulty throughout the summerand fall with the complicated overhead launching system. The apparatus used nine sturdy coil springsin tension, operating through two pulleys. A small launching cart, with the Aerodrome hung below,was to accelerate along the 20-foot track. At its end, an automatic release mechanism would freethe model, allowing it to proceed in flight.

Langley believed until the end of his life that less power was required to fly faster than slower. In anAeronautical Annual article, he wrote that ‘it is necessary for an aerodrome, as it is for a soaringbird, to have a certain considerable initial velocity before it can advantageously use its own momentumfor flight, and the difficulties of imparting this initial velocity…are surprisingly great.’ Believing thepower requirements to be unacceptably high at lower velocities, Langley attempted to leapfrog theproblem by launching at higher velocities.

Flight testing was always halted during the summer months while Langley and his family vacationedin Europe. By the middle of November 1893, however, everything looked ready for a trial.Aerodrome No. 4 was moved from the Smithsonian to the houseboat, anchored on the Potomacoff tiny Chopawamsic Island.

Immediately, two problems surfaced. First, in mild breezes, the model swung wildly below thelaunch cart, jeopardizing a smooth run down the launch rail. Second, the burner-difficult to maintainin the best of circumstances-refused to stay lit. No attempt to launch could be made until thoseproblems were corrected by Langley and his assistants. Over the next six weeks, nine round trips

Samuel Langley’s Aerodrome A.

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were made between the Smithsonian and the houseboat, but all efforts to make the launcher workproved fruitless.

Frustrated and desperate, in January 1894 Langley tried dropping the Aerodrome into a gentlebreeze from an arm 25 feet above the water, hoping it would gain flying speed before it reached theriver. Its propellers whirled at maximum rpm as No. 4 plunged straight into the frigid Potomac.

Another new Aerodrome was almost ready when Langley decided to concentrate his team’s efforton the abortive flight tests with No. 4. Throughout the winter and spring months of 1894, workproceeded to complete No. 5 and retrofit No. 4 with a bigger set of wings. No. 5 was a largemachine, with a wingspan of 13 feet 8 inches, length of 13 feet 2 inches and height of 4 feet 1 inch.Weighing 30 pounds, it was fitted with a new and more powerful single-cylinder steam engine.

Trials resumed once again on October 7, 1894, after the summer layoff. The crew practiced usinga new launching system. After a few throws with nonpowered ‘dummy’ Aerodromes and someminor adjustments, the launcher seemed to be working perfectly.

The rebuilt No. 4 was prepared for flight at once. Unlike previous attempts, the model launchedperfectly, but then the wings twisted, plunging it into the water.

Although it was late in the day, Aerodrome No. 5 was readied for a trial. Again, the launchingsystem worked perfectly, but as the Aerodrome left the rail, it nosed up steeply, slowed and thenslid backward into the Potomac. To everyone’s surprise, Langley was ecstatic. He thought he sawsigns of progress for the first time.

Over the next two months, Aerodromes No. 4 and 5 were launched numerous times. The launchercontinued to work well, but the models just would not fly. By late November, the team had againretreated to the warmth of the Smithsonian’s shops, where serious static experiments were conductedto determine the strength of the wings. As Langley ordered, No. 4 and No. 5 ‘were inverted, andsand was spread uniformly over the wings until its weight represented that of the machine.’ Langleywas shocked by the lack of stability and general weakness of the structure when loaded in thatmanner. More modifications were in order, including a new system of guy wiring for No. 5. Thechanges to No. 4 were so extensive that everyone felt justified in renaming it No. 6.

Quantico flight testing began again in early May 1895. Three attempts using No. 5 and No. 6 wereconsidered failures. The longest time aloft was only six seconds.

After more than three years of intensive work, Langley was feeling pressure from many sources toshow better results. His critics were becoming more vocal. Having exhausted all the availablebrainpower within the Smithsonian, Langley decided to conduct an outside search for technicalhelp. He found Augustus Moore Herring.

‘Gus’ Herring’s father had instilled a lifelong fascination with flight in his preteen son by presentinghim with a rubber-band-powered flying model. Soon young Herring began to design, build and flyhis own models by trial and error. A few years later, while Herring was attending Stevens Instituteof Technology in Hoboken, N.J., his father died, leaving his son independently wealthy and in aposition to continue experimenting with flight. Young Herring developed several new flying models.One was actually a full-sized glider that flew but would not support his weight.

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Herring completed four years of study in mathematics, engineering and drafting and then proposeda bold study for his required thesis: ‘The Heavier Than Air Flying Machine As a MechanicalEngineering Problem.’ His professor rejected the topic as ‘fanciful,’ an understandable reaction in1888. Instead, Herring was assigned a topic on marine steam engines. Because he adamantly refusedto work on the thesis, he didn’t complete his degree.

After leaving Stevens in 1888, Herring became a successful engineering consultant in New YorkCity. He produced many progressive flying models, several of which are described in the AeronauticalAnnual for 1896. Herring also had limited success in 1893 and ‘94 with self-constructed replicasof Lilienthal-type monoplane gliders. Otto Lilienthal, the German gliding master, had captivated theimaginations of newspaper and magazine readers around the world since 1891. Herring built threesimilar gliders. In one of these machines, narrow control surfaces were hinged to the left and rightsides of the wing’s leading edge. Connected by short handles, they were manipulated by the pilotto assist with pitch control. Later, he suggested that those surfaces could also be used for lateralcontrol, thus anticipating ailerons.

Langley learned about Herring’s activities through a chance conversation with James Means, theinfluential editor of the Aeronautical Annual. Langley and Herring met in New York City on May13, 1895, and Herring showed him the Lilienthal-type machines and some of his rubber-band-powered models. They discussed construction techniques, control and stability, steam engines,propellers and a host of other aeronautical topics. Langley was impressed. Before leaving for

Washington, he offeredHerring a position at theSmithsonian as‘Overseer of the Workin Aerodromics,’ for$150 per month.

Herr ing ar r ived inWashington late in themonth. After a few daysit became apparent thatmajor problems existedbetween Langley and hisstaff. Although he hiredoverseers such asHerring, it was obviousthat Langley never reallybelieved in delegatingauthority. He constantlyin ter fered wi th theworkmen and confusedeveryone’s assignments.Langley kept control bydemanding tha t h is

employees work within their job descriptions-while he absorbed their ideas. Herring alluded tothat tactic in a letter to Octave Chanute, saying, ‘One of the disagreeable features [of Herring’s

The first launch of Langley’s aerodrome took place on October 7, 1903. The aircraftended up in the Potomac River.

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position] is Mr. Langley’s inability to distinguish between the ideas of other people and his own.’Langley demanded complete subservience from his employees. Anyone who did not agree with hismethods was dismissed.

Herring’s first trip to the test site, in early June 1895, gave him firsthand knowledge of problemsfacing the program. A frustrated Langley decided that all further testing should be terminated untilHerring analyzed the problems and made changes where necessary. The entire summer was setaside to address the situation.

Unfortunately, Langley continued to exert his stifling domination on the Smithsonian team. Forexample, he suddenly required his signature on all drawings produced by Herring before they couldbe turned over to workmen. In a letter to Chanute on June 25, Herring again vented his frustrationwith working conditions at the institution, pointing out that the situation ‘is likely to give them theimpression that although I am in charge of the work, the Secretary does not trust me and is calculatedto lessen their respect for my authority.’ Fortunately for all concerned, it was time for Langley toleave for vacation. At Herring’s suggestion, his annual jaunt to Europe would include a visit withLilienthal in Germany.

With the exception of Herring, Lilienthal was held in low regard by the workers in Washington.Langley believed that inherent stability was as important for manned flight as it was for free-flyingmodels. Lilienthal was adamant concerning the need for pilot control. Langley felt that flat planesperformed almost as well as curved surfaces and were easier to construct. Lilienthal saw advantagesin curved surfaces, including their ability to produce high lift-to-drag ratios. And, of course, Langleybelieved that less energy was needed to fly fast than slow.

Herring reported that, when Langley returned in September, he was ‘loud in his condemnation ofseveral changes that were made to the Aerodromes, and several that were not.’ Herring said thatLangley’s compulsion to achieve visual perfection had required hundreds of additional man-hoursto fit and polish dozens of metal components to instrument-like perfection. Langley decided thatthe disrespectful Herring, the admirer of Lilienthal, was of no further use to him. Although it waslate in November, he informed Herring that Aerodrome No. 6 must be tested at Quantico within aweek. Recognizing that the secretary was forcing the issue by making unrealistic demands, Herringresigned. Langley postponed the tests.

Herring was not finished with aeronautics, however. He headed for Chicago to work with OctaveChanute. Within months, he would design and fly the most successful and influential man-carryingglider of the 19th century.

By the spring of 1896, Langley and his team had not produced one successful flight. Insiders at theSmithsonian whispered about Langley’s obsession and how it was beginning to affect the institution’scredibility, not to mention its coffers. Then came the watery failure of Aerodrome No. 6 on May 6,1896. Soon afterward, having instructed his staff to ready No. 5 for a trial, Langley moved to abetter vantage point on the shore of tiny Chopawamsic Island. As he stood alone watching thepreparations, the nearly 62-year-old scientist thought about his career and wondered what thefuture held. Suddenly, the ‘All’s ready!’ signal rang out from the scow.

This time, Edward Chalmers Huffaker was responsible for launching the machine. Forty-year-oldHuffaker had earned a master’s degree in physics from the University of Virginia before becomingan aeronautical protege of Octave Chanute. Impressed by Huffaker’s credentials, Langley had

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hired Edward to assist with the Aerodrome project. Later, because of Chanute’s influence, Huffakerwas an invited guest of the Wright brothers for their 1901 gliding trials near Kitty Hawk, N.C.

Alexander Bell, the official observer, was on the port deck with a nervous Smithsonian photographerwho had earlier missed taking a photograph of No. 6 splashing into the Potomac. Langley hadangrily told him not to let it happen again. When the steam pressure reached a predetermined 150pounds, the signal was given to go. At 3:05p.m., Aerodrome No. 5 catapulted from thelaunch rail. Unlike earlier attempts, the throwwas perfect-slightly nose high with its wingslevel. At first, the machine dropped three orfour feet but then began to climb as it headedinto a slight breeze from the north. Theworkmen, accustomed to hauling soaked andbroken Aerodromes out of the water after afailure, were astounded to see the big dragonflyactually remain aloft.

The machine started a gentle right turn, passingalmost directly over Langley’s head. Itcontinued flying this pattern until it reached amaximum estimated altitude of 80 feet. Afterabout one minute and 20 seconds, thepropellers suddenly stopped turning, probablyfrom lack of steam to the engine. To everyone’ssurprise, the model glided beautifully foranother 10 seconds before landing lightly onthe surface of the bay, 425 feet from thehouseboat. The Aerodrome had made threecomplete circles, each with an estimateddiameter of 300 feet, as it drifted to thenorthwest. Calculations revealed that it hadtraveled about 3,300 feet in 90 seconds,generating a speed of between 20 and 25 mph.

Shouts, applause and cheers erupted from theastounded members of the launch team and observers. Everyone knew they had just witnessedhistory, a first in aerial navigation.

The workmen retrieved the machine, then dried and carefully re-guyed the wings, one of which hadsustained a kink. Langley believed that the shock of launching or the air pressures of flight mighthave caused the problem. He also suggested that the right-hand turn may have been caused by thewing’s misalignment.

No. 5 was ready to fly again within two hours. At exactly 5:10 p.m., the model was off on anothersuccessful flight. As before, the Aerodrome made three ascending circles to the right, reaching amaximum altitude of 60 feet. When the propellers finally stilled, the model pitched slightly nose

Samuel Pierpont Langley (1834-1906) and Charles M. Manly(left), chief mechanic and pilot on board the houseboat thatserved to launch Langley’s Aerodrome aircraft over thePotomac River near Washington, D.C. in 1903.

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down and glided majestically to a perfect water touchdown. Calculations showed it had flownabout 2,300 feet.

It was Alexander Graham Bell’s privilege to inform the scientific world of Langley’s triumph. ‘Itseems to me that no one who was present on this interesting occasion could have failed to recognizethat the practicality of mechanical flight had been demonstrated,’ said Bell. Critics, including Britain’srenowned scientist, Lord Kelvin, would have to admit that he was right after all. Langley wasprompt in sending Bell’s detailed account of the flights to prestigious international scientific andpopular journals of the day. The news inaugurated a change in perception about heavier-than-airflight-maybe aviation was not just for cranks after all.

Before he left on his annual European excursion, Langley had directed the staff to prepare AerodromeNo. 6 for flight when he returned in the fall. Everything was ready on November 27, but the weatherwas wet and windy until late in the afternoon. With propellers whirling, the flying machine wasthrust into the gentle breeze. Almost immediately it began to bank, causing the nose to drop. Theflight ended 612 seconds later. Inspection revealed a defective transmission component that allowedone propeller to spin faster than the other, causing the bank.

Saturday, November 28, started out wet and windy, but conditions gradually improved. At 4:20p.m., the Aerodrome was launched into a gentle breeze from the south. That time it flew, proceedingin a gentle climbing turn to the right and reaching a maximum altitude of about 30 feet. At one point,

observers feared thatthe machine mightcollide with tall treesalong the west bank ofthe bay. Fortunately, itsimply followed thecurved contour of theshoreline-almost as if ithad eyes. After oneminute and 45 seconds,the Aerodrome lightlytouched down in thebay. Calcula t ionsshowed it had traveled4,200 feet at 30 mph.Langley now had twos u c c e s s f u lAerodromes.

If Langley had stoppedthere, he would haveearned a well-deservedplace in history fordemonst ra t ing the

practicality of heavier-than-air flight. However, the War Department was impressed with hisaccomplishments. By 1898, with the Spanish-American War near, the military decided to financethe development of a man-carrying flying machine.

Path of Langley’s experimental aerodrome flights on May 6 and November 28, 1896, nearQuantico, Virginia, on the Potomac River. From Langley’s memoir on mechanical flight.Part I: 1887-1896.

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Over the next five years, Langley developed a scaled-up version of Aerodrome No. 5. Poweredby a gasoline engine, the ‘Great Aerodrome’ experienced similar problems to those of early steam-powered models. On October 7, 1903, the machine snagged on part of the launching mechanismand plunged into the Potomac like ‘a handful of mortar.’ Two months later, on December 8, asimilar misfortune caused the Great Aerodrome to collapse in midair. Fortunately, Langley’s chiefengineer and designated pilot, Charles Manly, was unhurt in both accidents. But these failureswould continue to haunt Langley. With money exhausted and public opinion running heavily againsthim, Langley reluctantly abandoned his quest for powered, manned, heavier-than-air flight. Ironically,nine days after Langley came to that decision, the world’s first successful flights of that kind wereperformed by Wilbur and Orville Wright at Kill Devil Hills.

This story was originally published in the July 1998 issue of Aviation History and was written by C.David Gierke who writes for Model Airplane News and is the author of more than three dozenmagazine articles concerning aviation. For further reading, he recommends: A Dream of Wings, byTom Crouch; ‘Augustus M. Herring,’ by Eugene Husting, in W.W.I Aero, No. 130, November1990; and Langley’s Model Aero Engine of 1903, by Robert B. Meyer, Jr.Article reprinted with permission. Aviation History Magazine is headquartered in Leesburg, Virginia,and “offers air enthusiasts the most detailed coverage of the history of manned flight, with action-packed stories and illustrations that put the reader in the cockpit to experience aviation’s greatestdramas.” Subscribe by calling 800-435-0715 or at http://www.historynet.com/magazines/aviation_history. Back Issues may be ordered by calling 800-358-6327. Photos reprinted fromfhttp://www.centennialofflight.gov/essay/Prehistory/Last_Decade/PH5.htm

Due to technical difficulties, the Mystery Planesegment will return in the next edition.

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“Low and Slow Over Virginia” — A Travelogue with a Twist!

The VAHS has a unique opportunity to lend our enthusiasm and financial support to a very special project. Low and Slow Over Virginia will be a one-hour television program that will promote aviation-related sitesand events, aero tourism and Virginia tourism. As the title probably suggests to the aviation nuts among us,the featured airplane is a Piper Cub – indisputably an icon of American aviation history.

Low and Slow Over Virginia will reach a broad audience. One of the goals of the production is to inspireviewers – including women and young people – to personally experience general aviation, and perhaps evenlearn to fly. The travelogue will air statewide on all public television stations. DVDs will be shared withteachers and students in over 500 schools across the Commonwealth for use in the classrooms. To increasethe reach to young people, school children will be invited to select airports to view the aircraft and to meetthe pilots and production crew during the filming.

Low and Slow Over Virginia will be comprised entirely of original footage and will include ground-basedVir