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Welcome to the fourth issue of the New Pegasus magazine. So much has happenedsince our last issue and you will find all thehighlights and many details on thefollowing pages.

One of the most exciting eventsof the past few months was themuseum‘s excursion west to pick -up a North American AT-6G do-nated by Genevieve Booth in

Whitehall, Montana. Three trailer pulling pick-up trucks and fivevolunteers made the 4000-mileround trip in ten days and broughtthe historic airplane back toHagerstown. The AT-6 is a real

beauty and has an even more beau-tiful, personal story. Take at look atall the stunning photographs of our trip and go along for the ride inWestward for a Texan.

Another truly wonderful day was in earlyAugust 2007 when Ward Wilkins flew in―Ole Number 10‖, a masterfully restoredPT-19. Painted in silver and black and purr-

ing like a kitten, she buzzed the field twiceand then came in to stay. Read all about thishistoric airplane and the Wilkins family‘slove affair with the Fairchild PT-19 in thearticle, After Sixty – Four Years, A PT-19

Flys HomeAs you may know, the museum‘s C-119

Flying Boxcar is waiting in Greybull, Wyo-ming anticipating its flight home. Many of

you have given generously to the ―BringHome the Boxcar‖ fund and we sincerelythank your for all your help. You can read all

about the amount that has been raised in our ―Help Fly the Boxcar Home ‖ section.

The museum‘s collection of photographsand artifacts continues to grow tremendouslywith the recent donation of a very large localFairchild archive and many smaller ones. Wehave begun cataloging our collection thatconsists of thousands of photographs and

negatives, original films, books, brochures, pamphlets, badges, pins, instruments, modelsand so much more. It is easily the most ex-

tensive collection of Hagerstown‘saviation heritage in existence and Iinvite you to help keep the archivegrowing.

We have been developing a plan for a first phase museum on or near the airport. This museum will

be a temporary facility to showcase both our airplanes and artifacts andit is our hope that part of this facil-ity will be open by mid summer.As always, we will keep you in-formed of developments.

Once again our ―RememberingOur Aviation Heritage‖ section hasseveral interesting articles andletters from our readers, many of

whom have lived the history. Keep your stories coming.

I invite you to keep abreast of develop-ments at the museum as it continues to grow

by checking out the museum website at

www.HagerstownAviationMuseum.orgKeep informed, get involved and, with your help, the men and women throughout thecommunity and throughout the nation whomade Fairchild and Hagerstown aviationfamous the world over will be rememberedand honored.

Kurtis Meyers, President

Hagerstown Aviation Museum officers & volun-

teers Left to right, John Seburn, Trea, Scott

Seburn, Jack Seburn, Sec, Sam Venneri, MikeCarragio, Landis Whitsel, Jaye Meyers, Kurtis

Meyers, Pres, Tracey Potter, VP. & Joe Boyle

The Old & New PEGASUS

The Hagerstown Avia-tion Museum has titled its

public information publica-tion The New Pegasus.While Bellanca, the Reis-ners, Kreider, Custer andothers all made significantcontributions to Hagers-town‘s aviation heritage, it

was the city‘s long associa-

tion with Sherman Fairchildand his Fairchild AircraftCorporation that putHagerstown on the aviation

map.Since the Fairchild Cor-

poration‘s public informa-tion publication was the ―Pegasus‖, the museum felt it appro-

priate to continue this tradition in the The New Pegasus. Themuseum dedicates The New Pegasus to the many members of our aviation community who played an active role in develop-ing the aviation heritage we now honor. The New Pegasus ismade possible through the generous support of its advertisingsponsors.

April, 1942, PT-19 on the cover

Cover Photo:

Henson Fl ying Service Civil ian Pil ot

Traini ng, PT-19, circa 1942

Photo by: Lyle M itchell

The Kent M itchell Collection

Dick Henson with Naval Re- serve Grumman Aircraft.Circa 1936

The New Pegasusmagazine is in memoryof Richard A. Henson.For many years it wasour privilege to work side

by side with Dick in cre-ating the HagerstownAviation Museum. Eventhough he is no longer with us, his dedication tothe cause continues toinspire us.

Richard A. Henson1911-2002



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The Hagerstown Aviation Museum, Inc. is a non- profit 501(c)(3) organization dedicated to the preser-vation and promotion of the region‘s more than 90

years of extraordinary aviation history.

Highlights of Hagerstown’s Aviation Past

1916-1920 Giuseppi Bellanca builds the ―CD‖ and ―CE‖ biplanes for the Maryland Pressed Steel Company in the Pope Building located insouth Hagerstown.

1921-1925 Lew & Henry Reisner operate an aircraft repair business andeventually partner with local shoe manufacturer Ammon Kreider to sellWaco Biplanes.

1926 The newly formed Kreider-Reisner Aircraft Company designs and builds the KRA Midget to participate in the 1926 National Air Race inPhiladelphia.

1927-1929 Kreider-Reisner develops and produces the C-2, C-4 & C-6Challenger Biplanes that gain them much acclaim.

1929 Sherman Fairchild of Fairchild Aircraft Company, Long Island, NY purchases a majority stock interest in Kreider-Reisner AircraftCompany of Hagerstown.

1930s Fairchild Aircraft Company produces the F22, F24, F45, F46 andF92 Amphibian.

1931 Richard (Dick) Henson purchases the Hagerstown Airport andfounds Henson Flying Service.

1933 Richard (Dick) Henson becomes Test Pilot for Fairchild Aircraft.

1939-1943 Fairchild develops and produces over 5000 PT19 Primarytrainers for the US Army and Navy as well as the AT-21 GunneryTrainer and UC-61 Utility Cargo Aircraft.

1942-1948 Fairchild develops and produces over 200 of the first allmetal cargo aircraft specifically designed for the task, the C82 Packet.

1949-1955 Fairchild develops and produces the C-119 Flying Boxcar of which over 1100 were produced.

1954-1958 Fairchild produces over 300 of the C123 Provider cargoaircraft.

1954-1966 Fairchild helps to develop the Fokker designed F-27 Friend-ship turbo-prop transport and produces over 200.

1962-1983 Richard (Dick) Henson begins the ―Hagerstown Commuter‖which eventually becomes the Allegheny Commuter and PiedmontRegional Airline.

1965 Fairchild purchases Republic Aviation of Farmingdale, L.I., NY.

1973-1983 Fairchild/Republic awarded A-10 Attack Aircraft contractand produces 713 for the United States Air Force.

1984 Aircraft production ends in Hagerstown.

The New PegasusNo. 4 - Spring/Summer 2008

TABLE OF CONTENTS

Welcome to The New PEGASUS ............................... Page 2

Hagerstown’s Aviation Past ......................................

Museum Contact Information ......................... ......... Page 3

Westward for a Texan............... .............. ............. ..... Page 4

A PT-19 Flys Home ............. ............. ............. .......... Page 10

The Cradle of the Air Force ............. ............. .......... Page 12

1943 Fairchild PT-19A ............ ............. .............. ..... Page 16

Donations Help Fly the Boxcar Home ...... ............. . Page 18

Remembering Our Aviation Heritage

Hagerstown Aviation-A Family Affair............... Page 20

The C-82 Jet Packet .............. ............. ............. ........ Page 24

Historic Collection Donated to Museum .............. ... Page 27

Museum Involves and Inspires Young People ........ Page 29

1940s Hangar Dance Oct 6th, 2007 ............. ............ Page 30

A Marine Honored .............. ............. ............. .......... Page 31

Bus Tour to National Air & Space Museum ........... Page 32

Upcoming Museum Events .............. ............. .......... Page 33

Aircraft of the Museum .......... ............. .............. ..... Page 34

The Museum’s Future............................................. Page 35

The Museum Gift Shop ............. .............. ............. ... Page 36

Membership Form ......................... ............. ............ Page 41

Contact Information:

Museum Display at Di scovery Station:

Hagerstown Aviation Museum101 West Washington St

Hagerstown MD 21740Discovery Station phone: 301-790-0076

Museum Maili ng address:

Hagerstown Aviation Museum, Inc.14235 Oak Springs RdHagerstown MD 21742Phone: 717-377-3030Website:

www.HagerstownAviationMuseum.org

COPYRIGHT 2008 HAGERSTOWN AVIATION MUSEUM, INC. ALL RIGHTS RESERVED



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As I carried my luggage the one hun-dred or so feet toward the three pick-uptrucks that were to be our transportationwestward, the scene was one of a great

caravan preparing for its long journey.Trailers were attached to trucks, baggagehad been stowed and large metal boxesfilled with tools, nylon straps, bungeesand ratchets were strategically placed ontruck beds. Satisfied that all the accoutre-ments of the anticipated trip were ac-counted for and secured, we were readyfor the ―long haul‖.

As the crew was climbing into thetrucks, I looked upon this timely sceneand found myself overcome with a mo-ment of perceived enlightenment. I saw

the five museum volunteers setting out onthis trip to Wyoming andMontana not unlike theleather-faced, horse riding,cattle drovers of old, manipu-lating their stock toward thegreat cattle-buying centers of Denver and Dodge City. Wetoo were setting out on our trusty steeds, our ―broncoing‖

Ford‘s, Chevrolet‘s and

Dodge‘s, manipulating our

empty ―pack‖ trailers west, trusting the

asphalt trails through the woods of Ohioand Indiana, the prairies of Nebraska andthe ―Bad Lands‖ of South Dakota. If all

went well, we‘d be returning with formedand shaped aluminum that would makeairplane lovers drool!

As our caravan pulled out from the parking lot at Hagerstown Aircraft Ser-vices, the five of us nestled in for a longride to the first of two destinations, Grey-

bull, Wyoming. The crew consisted of John Seburn driving a diesel poweredChevrolet with a twenty-four foot goose-neck trailer that was on loan from BobStanford of Zenith Aviation. LandisWhitsel was driving his Dodge Durango

with an eighteen-foot trailer that had been

loaned by Dick Brindle. Jaye Meyers was behind the wheel of his Ford F-150 with asixteen-foot trailer attached. Mike Corag-gio and I would serve as relief drivers for the eyelid heavy and muscularly fatigued.

Two long days and short nightswould pass before we would arrive inGreybull. The days were filled with driv-ing through the torrential downpours of Hurricane Erin, riding, rest stops, refuel-

ing stations and those nasty conveniencestore treats inflated with every healthnegative substance known to man. Corn

Nuts for crunch, peppered beef jerky tognaw on, anything with the word―gummi‖ to introduce flavor and elastic-

ity to hours of idle jaws and teeth servedas the preferred ―road‖ food of the Inter-state weary. As for our ―broncoing‖

steeds, they were a thirsty lot and requiredrefueling every 250-300 miles. One of them required distilled refreshment(Diesel) different from the other two,

complicating things slightly, but overallthe brood performed well andseemed to be from excellentstock. As for us, breakfast, alight lunch and a more seriousdinner made up the normal daywith late evenings and nightsspent bunked in the comfort of aroadside Super Eight or Motel 6.As for everything else, it was a

blur of blacktop, concrete, trees,cornfields and an endless stream

WESTWARD FOR A TEXAN

By: Kurtis Meyers

THE BADLANDS OF SOUTH DAKOTA

THE CREW WITH THE AT-6G TEXAN

WHITEHALL , MT



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of passing cars.To the road-weary traveler, any devia-

tion in the scenery of the past thousandmiles is a welcome sight and to us theever-growing outline of the Rocky Moun-tains kept the anticipation of arrival alivein our tiring minds. To see the Rockiesfrom a distance is to think them insignifi-cant, but to see them up close and have to

cross them is a significance of such beauty that demands respect. Although Ihad crossed the Rockies before, the ―Big

Horn‖ mountain range which lies between

Buffalo, Wyoming and Greybull, is asight distinctly its own. Our trailer toting

pack desired the easiest of all crossingsites, but on the advice of a gas stationattendant in Buffalo, we decided tochange our plans. Forest fires and dense

pockets of smoke had Route 14, thenortherly and easiest route, closed and wehad no choice but to take the less traveledsouthern route. Route 16 started off as a

nice, wide road as we began our ascent of the mountain but quickly turned into aglorified goat path on the other side.Chipped from solid rock, the road weaveda treacherous trail not well suited to thenimblest of cars, let alone brutish pick-uptrucks with trailers attached. At times our descent slowed to fifteen or twenty miles

per hour, requiring perfect attention todriving and no time for what could be, inthis situation, potentially deadly, sceneryside-gazing! But for those of the crew not

burdened with driving at that moment, the

beauty of what we saw, and I was one of those so lucky, is nearly beyond words. Itwas majesty of color, a multitude of shapes and sizes. Trees and rocks meltedtogether in the amber hue of the late daysun. It was the nearest I had ever been,and would ever expect to be, to the untar-nished, unaltered beauty of nature!

Our arrival at the bottom of this magi-cal mountain returned us to the flat arid-ness of the Wyoming desert and withinfifty miles we arrived at our destination of Greybull. For that evening‘s stay we had

secured lodging at the Wagon Wheel Mo-tel, positioned less then one mile from theGreybull Airport. The rooms were amaz-ingly modern and very clean and allrested comfortably following a day of extended travel, goat path manipulationand road food.

The following day we met up with our good friend and heroic C-82 Pilot Frank Lamm who had flown into Cody, Wyo-ming, the day before and had driven thesixty miles east to Greybull. Our goals for

the next few days were to check out the C

-119 in preparation for its flight home and pack the large lot of C-82 parts and radiosthat we had secured while at the auctionin August 2006. John Seburn and Frank would communicate with Tim and Carl atB&G Industries, the onsite repair com-

pany that had so masterfully prepared our C-82 for flight. Frank, along with theguys at B&G, would carefully check over the C-119 and prepare a list of whatneeded repaired or replaced.

As for the rest of our group, we beganto prepare Jaye‘s trailer to carry the C-82

parts home. The trailer‘s twelve-inchsides and ramp made it most suitableamong the three that we had brought.With a visit to the local Greybull farmer‘s

feed and lumber supply, we secured thenecessary plywood, boards and hardwareto increase the sides to twenty-four inches. We next placed tarps on the floor and eventually over the top to protecteverything inside from adverse weather.Most of the parts had never been used andwere simply spares derived from the C-82‘s years of service with TWA. We as-

sumed that the parts would fill the trailer with a little room remaining, but, to our surprise, only three-quarters of the lotwere to do so. So we gathered up any

parts that were perceived as valuable inthe remaining lot and snuggled them inwhere we could. The rest would have toremain for another time and another trip.

After three days in Greybull makingarrangements for our C-119 and packing

parts, it was time to begin the second legof our journey. The main purpose for our

trip west was to pickup a North American

AT-6G donated by Genevieve Booth inWhitehall, Montana. We left Jaye‘s truck

and trailer in Greybull to save fuel sinceour return trip would take us directly back from whence we came.

With our caravan diminished by one,we started out early on Friday morningand arrived in Whitehall by evening.Whitehall was approximately 350 milesfrom Greybull and our trip took us northon Route 310 through some of what hadto be the most barren land on the planet.

Just west of Billings, Montana, we

transferred to Interstate 90 and went westfor nearly 180 miles directly past the newHollywood Crowd ―hotspot‖ of Bozeman

and stopped forty miles shy of Butte. Af-ter checking in at the Whitehall ComfortInn and resting for a while, we piled intoLandis‘ Durango and drove the three

miles to Mrs. Booth‘s house. It was back in January 2007, while

headed to the Glenn L. Martin MarylandAviation Museum in Baltimore to talk about the progress of the HagerstownAviation Museum, that I received a call

from Landis Whitsel. Only two years ear-lier he had discovered that he had rela-tives in Montana and, much to his sur-

prise and delight, they, as he, had a loveaffair with vintage airplanes. John andGenevieve Booth of Whitehall owned a

C-119 INSPECTION, GREYBULL,WY



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North American AT-6G that John andtheir son Johnny, had restored and flownin the 1970s and 80s. After Landis‘ and

John‘s first telephone conversation, theairplane and ―warbirds‖ in general

quickly became the focal point of their ever-growing friendship. Both John andGenevieve had grown up in Hagerstownand John‘s sister worked at Fairchild dur-

ing World War II. John‘s first exposure toairplanes was at the Hagerstown Airportwhere as a boy he would watch planestake off and land while he was waiting for his sister‘s shift to end. His enthusiasm

for airplanes grew and he decided tocarve a wooden model of an airplane thatmight represent a real one that he couldown and fly someday in the future.

In the late 1980s, John and Johnnyhad towed the AT-6G from the airportand stored it in a large garage next to their home. They had begun restoration on theairplane and had acquired many new andused spare parts, but the passing of

Johnny several years later and complica-tions with John‘s own deteriorating healthnever afforded the time to fulfill their dream of getting the airplane back in theair. Since John‘s passing in early 2006,

the airplane had been sitting idle andGenevieve, having lost her beloved hus-

band and son had been searching desper-ately for a fitting tribute to their lifetimelove of aviation. Although, as fate wouldhave it, Landis and John were never tomeet in person, it truly seemed thatLandis had found in John and Genevieve

more then just lost relatives, he had foundthe most natural and closest of human bonds. Upon Landis‘ urging and his send-

ing of the museum‘s New Pegasus maga-zine to familiarize her with the museumeffort, Genevieve came to the decisionthat Hagerstown was where her family‘s

AT-6 belonged.As we pulled on to the dirt and gravel

driveway leading to Genevieve‘s house in

Whitehall, I began to recall the conversa-tions that Landis and I had about his trip

out to see her in February 2007. He spokeof her with such reverence and affection,a way, sadly uncommon in today‘s soci-

ety, but feelings that each one of us in theapproaching truck was soon to identifyand understand.

The small chocolate brown, woodsided house sat about 200 feet from themain road, with a large matching garage

to the right and an elongated ―S‖ shapeddirt and gravel driveway that led to them.A rough timber fence surrounded the

property that consisted of small, rollinghills covered in dry grass. Every imagin-able shade of earthen brown was presentdepicting the limited rainfall of the re-gion. This was set against the largest and

brightest blue sky imaginable.Landis parked the Durango and went

into the house to announce our arrival.Several minutes later he returned withkeys to open the garage. It was Gene-vieve‘s wish that we first look over the

airplane and then come into the house tointroduce ourselves. As Landis openedthe small door and we all walked in, Icould see the outline of the airplane. It satthere so peacefully, with its wings, eleva-tor and ailerons propped against the wall,

part of its body covered with bed sheetsand its canopy and propeller hooded withcanvass. Its belly and stub wings wereexposed and its aluminum shined fromyears of being lovingly polished. Its tireswere full, its engine was clean…it was

gorgeous!

After fawning over the beautiful airplane for twenty minutes we headed tothe house and were quickly invited insideto the kitchen and on to the living room.The perfect hostess, Genevieve offereddrinks and cookies, knowing that the dayof driving had been long and the tempera-ture draining. After each of us introducedourselves and indicated our role in themuseum, Genevieve began to tell thestory of the airplane that we had just seen.It was not a story simply of metal andspeed, but one of a life-long dream, real-

ized. For her husband John, his experi-ences at the Hagerstown Airport as achild and his love of airplanes had playeda very important part in his adult life aswell as that of John‘s and Genevieve‘s

son, Johnny.As I sat and listened to Genevieve

speak, I could not help but think of thetrust that was being placed in our museum

by the donation of this airplane. This wasa trust to preserve and honor an airplanethat in so many ways was the symbolic

representation of this loving lady‘s affec-

tion for her husband and child. This was atrust of monumental proportions! Butafter listening to Genevieve that day andgetting to know her as the deeply caringand beautiful lady that she is, it is a trustthat will be, quite simply, an honor to

preserve!As the five of us piled back into

Landis‘ Durango and headed for dinner and eventually back to the motel,strangely, we did not talk about the beau-tiful airplane in the garage or how wewere going to load it the next day. In-stead, the conversation was one of opti-mism in humanity and the purity of spiritof a loving lady from which reverenceand affection was so easily and naturallyachieved!

With a very good and restful sleep, wewere up quite early the next morning to

begin a full day of airplane loading. Uponour arrival at Genevieve‘s, we opened the

garage and the large door that had beenspecially designed for the entrance andexit of the stub wings of the AT-6. Wehad all agreed that the first job of the daywas to develop a basic plan of attack for

the project. Other than the packing of luggage in the trunk of my car from timeto time, I personally had no experience asa ―load master‖. But, luckily, the four

others in our group claimed considerableknowledge on the topic. Unfortunately,however, each seemed to have attended adifferent school and theories variedwidely, creating the occasional emotional,

red-faced flare-up. However, this never got the better of any of us and we settledin to the task at hand and it came together masterfully.

Bob Stanford‘s truck and trailer was

the only one suited to haul the main fuse-lage of the AT-6. Since the fuselageneeded to be moved out of the garage

before we could get to the wings andother pieces along the back and sides, wedecided to start with the most difficultfirst. After several unsuccessful attempts



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to ―heave-ho‖ the airplane out of the ga-

rage with purely human power, we no-ticed a rather large John Deere gardentractor sitting auspiciously to the side andsporting a hitch seemingly speciallysuited to the AT-6‘s tow bar. After

pumping up the tires and giving it a bit of choke, the tractor roared to life, andwithin minutes the airplane was pulledout into the sunlight, thanks to our newtug.

In preparation for the long ride thatthe airplane was about to take, we beganto make sure that all the sheet metal and

cowling was properly bolted down. Sev-eral small access panel covers had beentaken off and were in boxes, so we placedduct tape over the holes to seal them fromthe weather. With the main fuselage nowready to load, we were faced with a major dilemma. Our initial idea for placing thefuselage on the trailer was to borrow alarge construction tractor from Gene-vieve‘s neighbor, but, once we arrived

and surveyed the loading area, we quicklyruled out this possibility. Even if the trac-tor could lift the airplane, there was no

way that it could lift it high enough toswing it onto the trailer.With our brains working in high gear,

the idea was proposed that we use a hillwith an embankment about forty feetfrom the garage. It seemed like a feasibleidea since a relatively shallow area to theright of the embankment could be used asa ramp to tug the fuselage to the top withsafety. John was chosen as the designatedtug driver, while Landis, Mike, Jaye and Iwere pushing where we could. We slowly



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began to power the airplane up the hill.From a distance, this must have been avery precarious sight. But the garden trac-tor never lost its grip, or missed a beat,and the trio of ―heave-ho-errs‖ did their

part well. But, just in case, we had wheelchocks at the ready. We then backed thegooseneck trailer up against the embank-ment only to discover that two feet still

remained between the bank and the rear of the trailer bed. Never ones to be dis-couraged, we utilized several pieces of lumber on a pile nearby and created aramp for the tires, and ―Voila!‖…we had

ourselves a loading dock!The next objective was to get the air-

plane down the embankment and onto thetrailer, preferably in one piece. It wasdefinitely going to be an interesting en-deavor since the inside width of thewheelbase of the airplane was eight feetwide and the trailer width was eight feetfive inches. This meant that more than

half of each tire would be off the edge of the trailer at all times. To alleviate this

problem we visited the local lumber yardand purchased several two by twelve inch

boards that we fastened to the trailer bedwith approximately half the board over the bed and the other half hanging outover the side. We then reinforced the out-side portion with upright posts to givegreater support. Tracey Potter, the mu-seum‘s vice president and owner of

Hagerstown Aircraft Services, had sentalong two twelve inch wide wheel pock-

ets that were placed approximately three-quarters of the way up the bed.

Before we began to move the airplanefrom the hill we attached the John Deeregarden tractor to the tail wheel of the air-

plane to keep it from rolling too far for-ward at any given time. With John posi-tioned on the tractor, Mike and Landis,with chocks in hand, manning eachwheel, and Jaye and I positioned in frontof the wings to guide the airplanes de-scent, we began to slowly lower the air-

plane down off the bank and onto the

trailer. With the extended pockets as our targets, the airplane crept forward an inchor two at a time with Landis, Mike, Jayeand I constantly readjusting, and movingthe tail one way or another to keep every-thing traveling straight. It seemed thatnearly one half hour passed between thetimes that the wheels first touched thetrailer and we finally got it to the ex-tended pockets. Once there, we pushedthe airplane up and over and into the posi-tion that it would assume for the entire

trip home.The rest of the day was spent loading

the wings and elevators on the eighteenfoot trailer that Landis was pulling withhis Durango. Most of the spare parts we

positioned around the fuselage on the

gooseneck trailer and, by dusk, the major work of loading had been accomplished.Tomorrow would consist of strappingeverything down for the 2000 mile ride

back to Hagerstown and, when finished,starting toward Greybull and the longdrive back east. That evening we went for a nice dinner and afterwards quickly shuf-fled off to bed for a hard earned, peacefulrest.

The next morning‘s work went

quickly and the two trailer loads werefully secured and ready for travel by

noon. For much of the loading process theday before, and this morning, Genevievehad watched endearingly as the airplanewas put onto the trailer and all its partsstowed for the long trip home.

That afternoon and early eveningwe drove back to Greybull and stayedanother night at the Wagon Wheel Motel.The following morning we woke up earlyand made our way to the Greybull airportwhere we needed to pickup Jaye‘s trailer

full of C-82 parts and an aileron off our C-119. The aileron was the only fabric-

covered part on the airplane that neededto be recovered and several of our crewhad already volunteered to recover it over the upcoming winter.

As we lined up on the tarmac in frontof B&G‘s large maintenance hangar, and

with the gigantic tail of a Boeing KC-97towering overhead, dwarfing all, the lastleg of our journey was about to begin.One last dramatic event that would break the monotony of the 2,000-mile trip homewas still to come, but that was still an-other day away.

We pulled out of Greybull aroundnoon and followed Route 20 souththrough the majestic Wind River Canyontoward Cheyenne. One of only twogroups of buildings that we passed in over 100 miles of open road and smooth gray

landscape was a small group with a sign

LEAVI NG GREYBULL, WY

WIND RIVER CANYON, WY



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proclaiming our arrival at ―Hell‘s Half Acre‖. Strangely enough, the horned and

spike-tailed proprietor of even this appro- priately named establishment must havefound the heat excessive and the clienteleas spartan as the landscape, for in large

bold white letters on a symbolically red background, another sign read ―CLOSED

INDEFINITELY‖! With an overnight

stay in Cheyenne, we got up early thenext morning to get in a full day of driv-ing. Our caravan was limited to aroundsixty-five miles per hour, which meantthat cars passing us were a common oc-

currence. A vintage WWII airplane on the back of a trailer, however, is an uncom-mon enough sight that at times both laneswould be traveling at sixty-five. I lostcount of how many people with windowsdown and cellular phone cameras in handtook pictures even that first day, but thiswas a scene that continued the entire trip

back. At every fuel and food stop wewould be questioned, every overnight staya crowd would form around the trailer aswe were covering it for the evening. Theairplane was a celebrity.

As we traveled on Interstate 80 out of Cheyenne that first full day of our triphomeward, the late afternoon brought amenacing cloud to the north that seemedto be following our every movement. For several hours it just hung there and our sixty-five mile per hour forward motionseemed neither to get us ahead of it nor allow it to pass on by. As the day contin-ued, it darkened into a nastiness that Ihave never before witnessed. It was amass that stretched for as far as one couldsee in one direction and continued to get

bigger…it was heading directly for us!Within twenty miles of Des Moines,Iowa, the sun had disappeared with near

pitch darkness on one side of the road andopaque grayness on the other. The reali-zation suddenly hit our crew that wecould not out run whatever it was that wascoming toward us and we needed to act.Swift action took us off at the next exitand into the gravel truck parking lot of aMotel 6. We parked the truck and trailer with the airplane‘s fuselage up against the

wall of a donut shop hoping that thiswould give better protection. We then pulled one of the other trucks to the sideand the other to the rear, the direction of the coming storm. Luckily, rooms wereavailable and as soon as we secured allthe straps, tightened all the ratchets andtucked in what we could, we ran for theman made protection of concrete, plaster and wood.

From the window of my hotel room Iwatched as the storm, in all its menacing

power, came toward us. The rain was the

first to come, in droplets that beat againstthe pavement and made pre-storm specta-

tors run for shelter. The wind came nextand propelled the rain against the plate-glass window like pebbles flung from thetire of a passing dump truck. The cloudsdid not lighten after a few minutes likestorms back home, but somehow becameeven darker. At times I could see our caravan sitting helplessly against thedonut shop and at other times the wind‘s

flinging and swirling of the rain and occa-sional debris blacked out its sight entirely.The lightning and thunder added an extrameasure of drama to the entire affair and

upon each flash gave enough light to givevisual definition to the monster that hung

overhead. With the television on in the background, tuned to the local news sta-tion, I could hear them talking about tor-nados being on the ground in the vicinityof here and there, all places that I did notknow or recognize, but places I suddenlytook an interest in.

With the wind howling and swirling,lightning flashing and thunder crashingoutside, the current in the hotel flashed onand off several times and then went off entirely. None of our group had ever ex-

perienced such a storm, and there was auniversal fear that was not spoken, but

was knowingly present. It was a fear bothfor our safety as well as our entrustedcargo. After thirty minutes or so thewinds subsided, the rains minimized, thelightning moderated and the shelteredhumans came out to survey the damage,and rebuild.

Having suffered no noticeable damageto our cargo, we headed out the next dayon the lonely and straight highway home.For the evening we stopped near Wheel-ing, West Virginia, had dinner and a goodnight‘s rest. The next day would take us

to Hagerstown and a welcome home fromother museum members.

The ten-day long adventure to thewest had been successfully completed andthe museum‘s new AT-6, safely back. Itwas a trip that will long be remembered

by all involved. For me, it was one I washonored to be part of…five great people,

three pick-up trucks, 4,000 miles to cover,and a beautiful airplane, with a beautifulstory. What more could be asked for?

HOME AT LAST!

WYOMING

To see more photos of the trip go to:www.HagerstownAviationMuseum.org



10

In early 1943, PT-19 USA 42-83447ended its journey down the assembly line,rolled through the factory doors and took its place with the thousands of other Hagerstown built Fairchild primary train-ers that had preceded it. The superbly de-

signed and constructed PT-19 had proven

itself as an outstanding primary training plane for fledgling WWII pilots, thousandsof whom learned the basics of flying in thisaircraft. By the end of WWII, more pilotshad received their introduction to militaryflight in Fairchild PT-19‘s than in any

other training aircraft.On August 18, 2007, PT-19, USA 42-

83447, now with civilian number N54714

ended its journey of sixty-four years whenits wheels touched down on the same soil ithad left all those years ago. The PT-19‘s

pilot, Ward Wilkins, had flown the planefrom his home in Indiana to the PT-19‘s

first, and also final, home in Hagerstown.Ward grew up on the five-generation

family farm in Lafayette, Indiana where alove of the land was shared with alove of airplanes. During WWII,Ward‘s father, Clint, received his pri-

mary flight training in a Fairchild PT-19. He went on to fly B-24 bombers inthe 5th Air Force but never forgot hislove for the plane that had taught himto fly. When the war ended and mili-tary aircraft were being destroyed or sold for civilian use, Clint acquired asurplus PT-19 and the Wilkins family

built a hangar and landing strip on the

farm. According to Ward, his familyhas always owned at least one PT-19since that first one at the end of

WWII. The family‘s love of airplanes in-

spired Ward to pursue a career in historicaircraft restoration which has earned himthe respect of other enthusiasts, both for his exceptional restoration achievementsand for his skill in flying antique and his-toric aircraft.

Kurtis Meyers, museum president, re-ceived a phone call from Ward asking if

the museum might be interested in the do-

nation of a restored and flying Fairchild PT-19. Kurtis relates, ―When I received the

phone call offering the aircraft, I wasthrilled! This was an incredible donation of a plane that made Hagerstown famous.‖

The Wilkins‘ decision to donate their

immaculately restored PT-19 came about because of the national and internationalnews stories concerning the HagerstownAviation Museum‘s purchase at auction

and subsequent return to Hagerstown of the last flying C-82, other museumachievements described in the New Pega-

sus magazine and the listing of the PT-19as an aircraft highly desired by the mu-seum.

Ward explained, as he presented his PT-19 to the museum, ―This was an emo-

tional experience for me. The PT-19 has been so important in our family‘s life, and

I‘m glad to finally find a place where this

much loved aircraft belongs, a place whereI know it will be taken care of and loved.‖

Ward can rest assured that his PT-19 hasfound a good and caring home.

Ward’s father, Clint Wilkins, re-lates his long involvement with

Fairchild PT-19s:

I enlisted in the Army Air Corps pilot program a year and a day after WWII started with the bombing of Pearl Harbor. My call to active duty soon arrived, and while at Centre College in Danville, Ken-tucky, we were given ten hours of dual

flight training. I drew a tandem Aeronca

After Si xty -Fou r Year s,A PT-19 FLYS HOM E

By: Jack Seburn

Lorraine and Ward Wilki ns



11

with a female instructor whom I located five years ago in Lexington, Kentucky. A young friend flew me to meet her for lunchand an afternoon of pure pleasure rehash-ing older days.

Next came Primary Flight School at Camden, Arkansas, where we flew new PT-19s for about seventy hours. Each instruc-tor had five cadets, with Jack Brown from

Michigan our instructor, and a good one. I never had the opportunity to fly a PT-19

from the front seat until I owned one. Wekept “climbing the (training) ladder” until

our B-24 bomber and crew were ready tohead west to the Pacific islands of Biak,

Mengora, and Okinowa, where we were stationed when the war finally ended. Wewaited a month for a ship home and nine-teen days after departing we crossed under the Golden Gate Bridge. We then moved bytroop train to Camp McCoy, Wisconsin,and finally home to Lafayette,Indiana!

After WWII Don Arety with Lafayette Flying Service went to a war surplus PT-

19 sale at Valparaiso, Indiana, with $1500

and returned home with three PTs. Donkept one and painted it blue and yellow.This PT is now somewhere in Texas.

Charles Comer purchased one and be-cause his wife did not like all the wind heconverted it to a (closed cockpit) PT-26,which is now your museum‟s PT -19. TheComers lived at Demotte, Indiana, and based the “26” there. After a few years of

flying the PT it was hangared at Aretz Air- port and forgotten.

That was when I became involved and gave $4000 for PT 54714 which had flowncadets at Jackson, Tennessee for around 500 hours. Sometime later we „dewinged‟

PT 54714, loaded her into a locally owned

moving van and delivered her to my son

Ward‟s aircraft restoration shop in Ft.

Collins, Colorado. (Ward completely restored the aircraft and returned it to its

original PT-19 configuration.)While the restoration was in progress,

we grew a sod runway at the farm and constructed a metal farm building with a bi- fold door to be used as the PT‟s hangar.

Today the airstrip has been put back into cropland and the hangar houses farmmachinery. Much like the baseball that hasbeen hit out of the baseball park, ole 54714has touched all the bases successfully and can now say to the Air World, „Thank you.

I am now safely home for a well-earned rest, and I can hear my last owner saying,

“Hagerstown is my first choice, also”.

Give ole No. 10 a kiss for me!

Very sincerely,Clint Wilkins

The Wilkins’ silver PT-19 joins

the blue and yellow PT-19 do-

nated by Stan Crippen of Florida

as flying centerpieces of the

Hagerstown Aviation Museum’s

aircraft collection.

Clin t Wil kins in the fr ont seat of Ole No. 10



12

Most of the American pilots of WorldWar I have had a soft spot in their heartsfor the venerable Curtiss Jennie. Much of this affection was due to the fact that theJennie was the ship in which they learned

to fly. Also because it was a rugged shipwhich forgave a lot of mistakes — in other words, a plane which could stand up un-der considerable punishment on the

ground and while in the air.

The counterpart of the Jennie in thiswar is the Ranger-powered Fairchild Cor-nell (PT- 19), on which by far the major-ity of boys going from our homes into the

pilot training programs are getting their

first military aviation experience.

Like the Jennie, the Cornell is a rug-

ged aircraft that has demonstrated over and over its ability to absorb the badknocks a primary trainer inevitably gets.Unlike the Jennie, it is stable, answersquickly and smoothly to the touch of thecontrols, is adequately powered andabove all doesn‘t have the willingness to

spin that characterized the OX-poweredJennies. It is recognized as one of thesafest trainers ever produced. Thus theCornells are largely responsible for launching a new generation of war pilots

into the air and are doing that job at mini-mum risk to our invaluable military pilot

resources.

A satisfactory primary trainer is one

of the most important planes in any air force. It isn‘t a glamour -plane or one thatcatches the fancy of the headline writersand the public. Butit does a most vital

job, quietly andefficiently. Unlessthe embryo pilotsget through the

primary stagessafely, and with the

proper initial back-ground, they do not

become the kind of

combat pilots an air force needs. In thecase of this countryand many other United Nations, theCornell is truly the‗cradle‖ of the air

force.

The Cornell, asthe PT-19 has beendesignated by the

Army, came into being in 1938 as thenew generation of war pilots was on theverge of beginning its air education. It hasdistinguished fore bears in many Fairchildaircraft dating back to the early 1920‘s,

all of which have been known for their advance design, their excellent flyingcharacteristics and stout construction. Noaircraft, for instance, have more enviable

records than the pioneering Fairchild FC-2s, the 71s and the 24s, all high-wingcabin monoplanes that have been widely

used commercially and by private owners.

The Cornell was born of the nationalemergency. As the war clouds deepenedin other parts of the world, the Army an-ticipated its need for a modern trainer andcalled for bids. With its long experiencein the production of aircraft in the weightand power classes specified, the FairchildAircraft Division of the Fairchild Engineand Airplane Corporation was a natural

contender. It went to work on the problemwith not too much time in which to turnout a successful candidate, and had a shipon the line when the roll of proposed newtrainers was called at Wright Field on

July 1, 1939.

The plane offered was a two-placeopen cockpit, low-wing monoplane pow-ered by the Ranger six cylinder inline, air-cooled engine. It had a conventionalmetal fuselage and plywood-coveredwings built up of wood spars and ribs.The span was just under 36 feet, the

length slightly less than 28 feet and grossweight about 2500 pounds.

FAIRCHILD PT-19

THE “CRADLE” OF

THE AI R FORCE Or ig inal art ic le f rom Pegasus Magazine Mar ch, 1943



13



14

Type Clicked

The airplane offered then was essen-tially the same as the Cornells in produc-tion today, though the current modelsnaturally incorporate many refinements

suggested by service experience. Among

other changes, the current type has stabi-lizer, turtle deck, flaps, and leading edgesmade of Duramold. In view of the factthat all military combat planes of todayare monoplanes, the Fairchild engineersselected that type. Since most are all low-or mid-wing monoplanes, the low-wingtype was adopted. Thus the studentstrained on Cornells start right in on anairplane having the same general designcharacteristics as the planes they will be

expected to fly in military operations.

Since monoplanes have had tenden-

cies to spin because of their taperedwings, special attention was paid to thedevelopment of wing curves that wouldmake this trainer extra safe in the inexpe-rienced hands of the Army‘s fledglings.Since trainers need to be rugged, Fair-child was right at home in providing that

characteristic, too.

Production Started

As a result of the competition Fair-child received its initial Army order andwent into production. In the crucible of

field experience, which showed up oppor-tunities for refinements as well as thesoundness of the original design, the Cor-nell served its purposes so well that addi-tional orders were soon placed by themilitary. In the meantime, a large number of the civil model, known as the M-62,

performed valuable service in the ad-vanced training provided potential mili-tary pilots in the expanded CAA Civilian

Pilot Training Program.

Late in 1941, Fleet Aircraft, Ltd. of Canada was authorized to build the air-

plane for use in the British Common-wealth Air Training Plan. The Canadianversion is essentially the same, the differ-ence being mainly in the use of a cockpit

―greenhouse‖ instead of

open cockpits. The Nor-wegian pilot training pro-

gram in Canada also de- pended upon the Cornells

for primary training.

Our neighbors to theSouth also were im-

pressed. Brazil signed acontract in May, 1942, tomanufacture the Cornellunder license in Rio deJaneiro. In the summer of 1942 a fleet of them wasflown south by Brazilian

pilots for Brazilian student pilot training.

Many other countries south of the RioGrande also have acquired Cornells.

Facilities Added

To meet the demandfor Cornells the factory atHagerstown had to beexpanded considerably.(There were only 288employees in the Divisionat the time of the invasionof Poland.) Later, to meetstill further requirements

for aircraft with minimumdelay the so-calledHagerstown System wasinstituted. This utilizedthe experience and facili-ties of local manufactur-ing concerns which, be-cause of curtailments in their own produc-tion programs, were available for turningout tools and aircraft elements for Fair-child. With something like 90 percent of the manufacturing capacity of Hagers-town now devoted to producing Fairchild

aircraft the need for the trainers still ex-ceeds the supply. Thus arrangements weremade with one Canadian and three other American aircraft manufacturers to buildthe Cornells under a licensing agreement.For Fleet Aircraft, of Canada, this wasmainly an expansion of its previous Cor-nell production schedule. It was a newenterprise for Aeronca, Howard, and St.

Louis Aircraft.

Engine Expansion

Since the Cornell is powered by theRanger six cylinder inline, air-cooledengine of 175 horsepower (Ranger Air-craft Engines is another division of Fair-child Engine and Airplane Corporation)expansion of the engine production facili-ties at Farmingdale, Long Island, had to

be undertaken as the Army‘s orders for

the planes were stepped up.

While the major portion of the pro-duction at Hagerstown has been on theCornells, the Division has also built manyof the Warner-powered military versionsof the Fairchild four-place high-wingcabin monoplanes known to private own-ers as the Fairchild 24 and to the militaryas the C-61, or the Argus by the Britishand the Forwarder by this country. It alsohas developed the AT-13 (two Wasp en-gines) and the AT-14 (two 12 cylinder

Rangers) for advance training, and the topsecret military cargo plane The most nota- ble feature of the advance trainer, whichhas combat possibilities, is the fact that it

is built almost entirely by the Duramold plastic bonded plywood process. A newfactory in Burlington, N.C., will be de-voted exclusively to building this air-

plane.

It was in recognition of the FairchildAircraft Division‘s outstanding work in

delivering the Cornell and Forwarder air planes and in developing the other twoabove-entioned aircraft, that the Armyand Navy awarded the Division the fa-mous ―E‖ at ceremonies in Hagerstown

on February 7th.



15



16

1943 Fa i rch i ld PT-19A

The museum‘s 1943 PT-19 #33 donated by Stan Crippen of Ft. Pierce, Florida is back together and has participated inthe Rider Jet Center open house as well as the 2007 Fly-In. We plan to get it back in the air this spring or summer.



17

C-119 FLYING BOXCAR DONORS

John L. Acker Jean & Lanny AmbroseDavid & Grace AndrewsLewis AndersonFrank Artz

Audrey C. AsburyCharles Batt, Sr.Ted Bauer John T. Baugh IIIDavis L. BaughmanC. Richard BaumbaughSimon Beck Charles W. BertEdward Bishop, Jr.Raymond B. Bottom Jr.Richard C. BowmanDavid Bragunier

Carole S. BrakeWilliam C. Butler Robert N. CarhartDon CartyMark CathermanBuzz & Bonnie CharlesCharles Clopper Gerald E. CohenShirley ColeGerald Coulter Arnold Cramer

Nedson M. CrawfordMax & Nancy Creager James CrockettRichard W. CurrieMeredith & Doris DarlingtonHarry E. Daveler Joseph L. DenestRonald E. DetrowFrances DiehlReginald H. Diller Allen DittoClifton Dixon, Jr. & Cheryl DukeVernon DowneySteve Drager Charles EbersoleLee EngelRobert EnterlineCharles L. Fazenbaker John H Fix, Sr.Mary Ellen GaleOliver R. GoetzMilan GlumacEugene S. Goetz

Irvin F. GoldenMarshall Gruber Chris Gunther Jacques Hager Roland G. Hebb

William D. HeckmanDonald C. HegebarthRicky L. HoseThe Hoxton AgencyBarry C. HuntVivian K. HydeChristopher JonesWilliam H. JusticeRobert S. Kefauver Daniel A. King, Jr.David R. KingZane Kiser

Wayne & Mary Ann Kriner George Knode Jr.Marilyn & Frank LammJames M. Landis, Jr.Cathy LaneCarole LeiboldtBill LeporeVirginia Leiter Robert D. LoganBurch LovelyDonald LucasDoug LundgrenMargaret MacdonaldWillard C. Macfarland, Jr.Tim ManahanEdward ManuelHarold G. MartinJames L. MartinMartins Famous Pastry ShoppeArthur McArthur IIIWiley McCoyRichard D. McNealStanley Miller Doug MillsJim MillsRobert L. MorelliPaul E. MummertPaul v. MyersEugene NaborsGary NicolaMaxine Palmer Ann & Don PellegrenoArthur F. Pittenger Carol L. Plotnik

Fay & Jim PowersCreighton R. ProppsJay RayDavid A. Raymer Richard F. Reich

Robert & Betty ReynoldsLouise S. Rider William & Betty RinnSteven C. RothSusan & Nick RotondoDale & Carolyn SeburnShady Grove Ruritan ClubEloise T. Shaffer Richard H. Shearman

Nevin A. ShortSteve ShowersSamuel V. Smith

Donald H. Smith, Jr.Susan Snyder Wayne & Mary SoursKevin L. SpessardCharlene Stoner Kevin & Gladys SullivanJohn L. Taylor Sid Thompson

Nelson C. TillouStan & Donna TissueRichard H. Troxell, Jr.James P. WalshGeorge E. Wampler Martin Weller Wayne WentzD. Earl Wolf, Jr.Kenneth W. Wolff

Join th is growing l is t of honor-

ary C-119 crew members by

sending you r tax-deduct ible

donat ion today!

For more information call:717-377-3030

or visitwww.HagerstownAviationMuseum.org

C-119 donors as of 3/10/08



18

Since the donation of the C-119 by Bob Stanford of Zenith Aviation last year, donors have contributed $11, 964 toward thegoal of $50,000 needed to bring home the Boxcar. This amount has allowed us to begin the work necessary to prepare the Boxcar for its flight back to Hagerstown.

As part of the museum‘s trip to pick up the North American AT -6 in Montana, volunteers spent several days in Greybull, Wyo-ming inspecting the museum‘s C-119. Pilot Frank Lamm flew in for this time and assisted with the inspection carried out by twoservice personnel from B&G Industries. The crew created a preliminary list of items to be repaired and ―punch tested‖ the fab ric onall the control surfaces to determine the flight worthiness of each piece. One aileron was determined to need fabric replacement andthis piece was removed and brought back to Hagerstown to be recovered.

The museum‘s goal is to have the C-119 fly to Hagerstown in 2008. With your continued help we can make this a reality!

Donat ions Help Fly The Boxcar Home

1953 Fair child C- 119G “Flying Boxcar”, Greybull, WY, August, 2007



19

Send your tax-deduct ib le don ation to:

The Boxcar Fund

Hagerstown A viat ion Museum, Inc.

14235 Oak Spri ng s Rd

Hagerstown MD 21742

Corpo rate & Bus iness Sponsors hips are avai l -

able! Promo te you r business and help f ly the

bo xcar h om e. Call 717-377-3030 for detai ls!

For more inform ation and photo s on the C-119 go to:

www.HagerstownAviat ionMuseum.org

Hagerstow n A viat ion M useum, Inc. is a 501C3 non-prof i t corporat ion

With your donat ion to th e C-119,

yo u w il l receive th is 8 1/2 x 11

color photo



20

Rem emb e r ing Ou r Av i at i on Her i t age

Keep the Her i t age A l i v e Sha re yo u r s t o r y

The long history of aviation inHagerstown and the tens of thousands of

people involved directly and indirectly inthat history presumes that many areafamilies would contain a number of indi-viduals, often multigenerational, whowere involved in the aircraft industry.

This presumption is supported by themany museum members who have sharedtheir family‘s story with the museum.

John Shore and Fran DeLauder Shore, both Hagerstown natives and museummembers, provide an excellent exampleof the intertwinedHagerstown aviationrelationships amongindividuals, familiesand the community.

Fran‘s granddad,

Austin Hoch, better known as Pop Hoch,worked for Kreider-Reisner Aircraft in the1920‘s on specific jobs

because of his family‘sreputation as thetown‘s outstanding

tinsmiths. When theGreat Depression hit,the family business suffered and Pop

Hoch carried the debts of hiscustomers who needed work done but were unable to pay.An offer from Kreider-Reisner for part-time em-

ployment solving problemsin metal fabrication was accepted and PopHoch began his long career in Hagers-town‘s aviation industry, soon becoming

a full-time employee at Fairchild. Allthrough the years at Kreider-Reisner andFairchild, Pop worked in the shop andwas seen every day wearing his long-

sleeve white shirt, coat and tie. Pop re-tired at the age of eighty when his unionrealized he was working long past themandated retirement age of sixty-five.

During WWII when Fairchild was building PT-19s, Pop Hoch went to man-agement with the idea that the workers

would donate their timeone Saturday without pay,completely build a PT-19and present it to the gov-ernment. This wasachieved and Pop Hoch

presented this plane to thegovernment.

Pop Hoch‘s son Austin

also worked at Fairchildas did Austin‘s two sons

Jack and Bill and Austin‘sson-in-law Ray Rauber.The sons and Ray leftFairchild to enter the mili-tary during WWII. In

1943 the Hoch family‘s extensive in-

volvement in WWII aircraft productionwas featured in articles in Look magazinedescribing how the war affected the fam-ily members and their community.

Fran‘s dad, Leo DeLauder, also

worked at Fairchild from 1940 until 1976and his brother-in law, John Hogan, wascaptain of the guards at Fairchild his en-tire working career. Other relativesworked in aircraft production elsewherein Maryland.

John L. Shore, Fran‘s husband, also

worked at Fairchild as did his father, John

A. Shore. In addition, three brothers-inlaw and two sisters also worked for thecompany. John L. Shore‘s brother Harold

was an eighteen-year old Second Lieuten-

Hagerstown Aviation-A Family Affair

Pop Hoch

Workers donate PT-19 by working overtime on Saturdays.



21

Send to: Hagerstown A viat ion Mu seum, 14235 Oak Spring s Rd, Hagerstown MD 21742

ant in the Army Air Corps in late summer of 1943.

2nd Lt. Shore received a seventy-twohour pass and was to use it to get somecross-country flying time in his B-25

bomber, so he and three other second lieu-tenants from the Washington County,Maryland, area decided to fly to Hagers-

town and visit family. As Haroldapproached the Hagerstown Air-

port and began to bring the bomber in for a landing he realized he did-n‘t have sufficient stopping dis-tance so he gunned the engines andclimbed for another attempt, nar-rowly missing the airport beaconlight in the process.

Using the full runway, Haroldmade a perfect landing and taxiedto the Fairchild plant where the

bomber could be secured. This was

necessary because the plane con-tained a highly classified NortonBombsight that could be protected by Fair-child security guards.Leaving after the family visit, 2nd Lt. Shoretaxied the bomber from the Fairchild plantto the Hagerstown Municipal Airport,

parked, shut down the engines, locked up

the Norton Bombsight and took his familyon a tour of his plane.

A large crowd of people had gatheredat the airport and, although they could nottour the B-25, it made quite a sensation tohave this bomber flown in to Hagerstown

by the son of a Hagerstown resident andFairchild employee.

Both Fran‘s family and John‘s family

had many members involved in local avia-tion for many years, but seemingly inde-

pendent of each other. However, whenFran and John married, a family connec-tion was made, not once, but twice. When

John‘s sister Ruth arrived at Fran‘s home

for a pre-wedding dinner party, she walkedinto the room, stopped short, and ex-claimed, ―Oh! Pop Hoch!‖ Ruth had

worked for Fran‘s granddad during WWII

at Fairchild Plant 5 in Hagerstown and hetook special care of this beautiful but inno-cent young lady whose husband was fight-

ing the war somewhere in Europe.She adored Pop Hoch but had never found him after she left her job untilthat evening when she arrived tocelebrate the wedding of her brother and Pop‘s granddaughter.

The Hagerstown community hasgiven much to local aviation andlocal aviation has given much back.Through all the years of aircraftdesign and production, thousands of families benefited from their in-volvement with the industry and the

industry benefited from the dedica-tion, skill and contributions of its

workers.

2nd Lt. Harold Shore

Pop Hoch with woman trainees at Fairchild Aircraft



22



23



24

What is a Jet-Packet? It was simply

the name given to an auxiliary jet- powered version of the Fairchild C-82 Packet for the civilian scene. Steward- Davis Inc. of California marketed thisaircraft with limited success from the late1950‟s to the late 1960‟s along with other

versions known as the Skytruck and Sky- pallet.

A total of 221 Fairchild C-82 Packetsrolled out the factory doors at Hagerstown

– 1 XC-82 prototype and 220 C-82A pro-duction aircraft. An additional 3 C-82N

Packets were built at North American‘s

plant in Texas before their contract wascancelled on VJ Day. By 1951 the XC-82and C-82N aircraft had been scrapped, by1955 the remaining 200 plus C-82A‘s

were put out to pasture. From these, theUSAF made 120 available for sale to ci-vilian buyers. Its here that an innovativecompany from California steps in.

In 1946, engineer Herb Stewardteamed with Stanley ―Stan‖ Davis to form

Steward-Davis Inc. at Compton Airport,

CA. Their business was overhauling andtesting surplus military radial engines for re-sale. By 1950, Davis had separatedfrom the company which retained hisname and was replaced by Dan Thomp-son whose forte was in advertising and

promotion. The pair then went into the business of converting specialised air-craft.

When the US Navy FH-1 Phantom jetfighter was declared surplus, Steward-Davis bid on the entire stock of Westing-house J30-W turbojet engines that had run

in the FH-1 aircraft plus all spares. By1953 Westinghouse had gone out of the jet engine business altogether and Stew-ard-Davis acquired the rights to both theJ30-W and the more powerful J34-WE.Later, the J30 was redesignated under Steward-Davis branding as the J1600 Jet-

Pak with the J34 becoming the Jet-Pak 3402. Power ratings were 1600 lbst. and3400 lbst. respectively.

Herb saw the potential in these en-gines to overcome the C-82 Packets great-

est weakness, single-engine performance – a Packet, fully loaded, will lose 78 ft./min. (5000 ft at 54,000 lbs.), upon theloss of a single engine. Even with thegood engine at full power, level flightisn‘t able to be retained. The FAA certi-

fied these aircraft for the civil marketunder a limited type certificate due tothese factors. Limited means the aircraftcould only be flown up to a certain weightover congested areas or higher weightsover non-congested areas etc.

Type Certificate Data Sheets were putout allowing certain modifications to becarried out of which Steward-Davis ap-

plied for and was granted TC.No. AR-15on July 7, 1955. This meant the companywould hold the rights to the developmentand sale of C-82 Jet-Pak converted air-craft.

Los Angeles businessman Samuel C.Rudolph began buying up surplus C-82Packets from the USAF in 1955 andSteward-Davis became a prime customer.The first Steward-Davis C-82 Jet-Packet

flew in November, 1956 with commercialoperations starting in June, 1958 for bothlocal and foreign customers. The Jet-Pak engine was mounted center fuselage be-tween the wings in a mounted pod, theother obvious design alteration was theremoval of the stabilizer extensions on the

booms. There were three versions of theJet-Packet developed by Steward-Davisas follows:

The Museum‟s C -82 N9701F landing at Hagerstown, October 15, 2006

THE C-82 JET PACKETBy: Simon Beck

Many have asked and I’m sure

many more have wondered

what the “pod” is on the top of

the museum’s C - 82. Well, I’m

happy to say that H agerstown

Aviation Museum member, and

foremost researcher on the sub-

ject, Simon Beck of New Zea-

land has graciously sent in the

foll owing article for this issue of the New Pegasus. I t should

def in itely put questioning minds

to rest and give readers mag-

ni fi cent insight i nto the civili an

history of the C-82 Packet, Fly-

ing Boxcar.

Kur tis Meyers



25

Jet-Packet 1600The original design incorporating the 1600lbs. J30-W Jet-Pak on a standard C-82 air-frame for a max. weight of 54,000 lbs. TheFAA Type Certificate was amended onMay 12, 1961 for Jet-Packet 1600 opera-tions. Confirmed Jet-Packet 1600 conver-sions are N6990C (44-23001),N6887C (44-23015), N4829V (44-23029), N5102B (45

-57782) and N74127 (45-57807).

There were other conversions, no doubt, but their identity remains unconfirmed atthe time of this writing.

Jet-Packet 3200It appears from all accounts that there wasonly one Jet-Packet 3200 which flew as a

prototype in 1957. N5095V (44-23027)had two 1600 lbst. J30 engines (hence the―3200‖) attached for improved perform-

ance which, in one Steward-Davis publica-tion, shows it flying with both radials shut

down and holding level flight off the Jet-Pak alone. Weight was at the maximum of 54,000 lbs. This aircraft later went to Chilethen Alaska as N8009E.

Jet-Packet 3400 (Jet-Packet II)Design work began in August 1961 on arevised conversion of the C-82 airframeitself fitted with a 3400 lbs. J34-WE Jet-Pak. The prototype flew in October 1962and FAA Certification was awarded onJuly 23, 1963. The job was to lighten theaircraft and hence increase the payload

capability. The main wheels and brakeswere replaced with lighter onesfrom the DC-4 with hydrauli-cally actuating landing gear in

place of the electric system.Modifications were made tothe flap actuating system, fueland emergency systems. Theoption of R-2800CB-16 radialsover the standard R-2800-85engines was also available. 20aircraft were intended to beconverted from New Frontier‘s

stocks.The first customer for thenew 3400 series was TWA‘s

N9701F (45-57814), whichhad a Jet-Pak 3402fitted in 1964. With its TWAlogos, this C-82 went onto

become the most photographedPacket of all and is now the

pride and joy of the Hagers-town Aviation Museum.

Stepping back slightly, a

new company entered the Steward-Davisscene in 1961 which was called New Fron-tier Airlift Corp. headquartered in theLuhrs Building in Phoenix, Arizona withone Henry A. Smith as President. FromFAA records it appears they were the reg-istered owners of 21+ C-82 aircraft withSteward-Davis acting as sales agents ontheir behalf. Several documents from thetime show Herb Steward and Dan Thomp-

son working in this capacity. New Frontier would become the highest registered owner for the C-82, the second being BankersLife & Casualty Co. (17+). In some cases,Steward-Davis sold C-82 aircraft withoutthe Jet-Pak configuration. One such buyer was Mexicana Airlines who operated up tofive Packets with unique dorsal fillets onthe tails to improve yaw handling. A fewof these later ended up in Bolivian service.Steward-Davis also became the largestsupplier of C-82 spare parts for customersin the US and Latin America, especially to

Mexicana Airlines as mentioned above.

At this time of high hopes and a seem-ingly good market for these aircraft, Stew-ard-Davis, who were now located at LongBeach Airport, California, began work onthe Skytruck I which first flew on February26, 1964 in the form of C-82A N74127 (45-57807). This was an improved Jet-Packet design with a lightened airframe for ahigher payload and featured a hot-air de-icing system. It is unclear how many were

actually converted. The Skytruck II was afurther enhancement on this design but itseems unlikely to have gotten further thanthe drawing board. Both versions had amax. weight of 60,000lbs.

An interesting one-off prototype wasthe Skypallet where a C-82 fuselage floor could be completely removed with loads of up to 30,000lbs and 11ft. high being ac-commodated via a built-in hoist. A plasticsheet would be used to seal the belly dur-ing flight. First flight was in 1965 but noth-ing more was ever heard from this design

again. About this time for one reason or

Former Interior Airways Jet Packet C-82A N5102B owned by the museum awaits return to Hagerstown fromGreybull, WY. Future plans include a “Building the Boxcar” exhibit (see page 35) using this fuselage, center

section, wings and other components. The blue fuselage is C-82A N8009E



26

other the market began to dry up for the Jet -Packet and the mysterious company be-hind it – New Frontier Airlift Corp. Almostnothing is known about this corporationand its activities except through scattered

bits of information in records of the vari-ous aircraft they owned. What‘s even more

perplexing and in a seemingly illogicalmove in 1967, the Fairchild-Hiller Corp.

reserved registrations on at least eight of New Frontier‘s C-82 aircraft in what appears to be an intended purchase. Why andwhat exactly was behind this move is any-one‘s guess as many of the aircraft were in

a derelict state, some with engines alreadyremoved and sold off to DC-6 operators.With a lost market it seems New Frontier was left with aover a dozen C-82‘s on the

Long Beach Airport apron which drovethem to eventual bankruptcy. By 1972,most of the Packets were scrapped and

New Frontier had dissolved into history.

Confirmed New Frontier C-82’s:

N6996C (44-23005) N6997C (44-23006) N74046 (44-23008) – N6782AFairchild-Hiller

N6998C (44-23009) N74047 (44-23012) – N6856AFairchild-Hiller

N7884C (44-23013) N6887C (44-23015) N74038 (44-23017) – N6862AFairchild-Hiller

N4833V (44-23031) – N6850AFairchild-Hiller

N74041 (44-23032) – N6857AFairchild-Hiller

N6999C (44-23033)

N53228 (44-23036) N74042 (44-23037) N4828V (44-23041) N74043 (44-23043) – N6769AFairchild-Hiller

N6985C (44-23046) N74048 (44-23052) N74039 (45-57764) – N6781AFairchild-Hiller

N5102B (45-57782) N74044 (45-57792) – N6845AFairchild-Hiller

N74127 (45-57807)

Some Jet-Packets, however , did see aneventful career – N6887C was one of theoriginal Jet-Packets, later flew in The

Flight of the Phoenix (1965) and then be-came a ―flying repair station‖ for Steward-Davis. N5102B, N8009E (ex-N5095V) and

N9701F continued on for many years inAlaskan service.

` Steward-Davis survived the Jet-Packet saga and has continued in the aeronautical

business up to the present day albeit as acompletely new company now known asSteward-Davis International specialising inAPU technologies.

Other marketed aircraft were C-119 Jet-Pak conversions known as the Stolmaster and PBY-5A Catalina conversions branded

as the Super-Catalina and Skybarge. Theyalso provided up to five Catalina wrecksand over a dozen BT-13 Japanese ―Val‖

conversions for the 1970 film Tora! Tora!Tora! The original name-sakes are gone

but the Steward-Davis legacy continuesthrough the remaining Jet-Packet survivorsin the form of N9701F and N5102B owned

by the Hagerstown Aviation Museum. Thisarticle represents an ongoing research pro-

ject by the author. If you have any addi-tional information, photos or questions onSteward-Davis history please contactSimon Beck at:

[email protected]

Atlantic Coast TrailwaysB&G IndustriesBizzy ProductionsBowman Development College Park Aviation MuseumCraig Paving Delaplaine FoundationDigging & Rigging Discovery StationD.L. George & SonExperimental Aircraft Assoc.

Chap. 36 Gadget MediaGroh Reality Hagerstown Aircraft ServicesHagerstown Regional Airport Hagerstown Washington County

Convention & Visitors BureauHoxton Agency Keller Stonebraker Insurance

Landmark AviationL. Gregory Crouse Auctioneer Long’s Catering Martins Famous Pastry ShoppeMaryland Cracker Barrel Mercersburg Printing National Air & Space MuseumNational Air ViewsNexgen Hobby Northrop GrummanRichard A. Henson FoundationRider Jet Center State Line AuctionTop Flight Airpark Vintage Video ProductionsWashington County Gaming

CommissionWJEJ AM RadioZenith Aviation

A Special Thank You to the Following Businesses and Organizations:



27

H is t o r i c Co l l e c t ion Don ated To Museum

To Do na te H is to r i c A r t i fac t s Ca l l 717-377-3030

Hagerstown aviation historian Kent Mitchellrecently donated his extensive collection of aviation photographs, documents and artifactsto the museum. Mr. Mitchell‘s extensive writ-ing on Hagerstown aviation has served to keep

the history alive and has been instrumental inthe success of the museum. The collection datesfrom the early Kreider-Reisner Aircraft days tothe present. It includes several thousand photo-graphs and negatives, many of which weretaken by the donor‘s father, Lyle Mitchell, dur-ing his long career working for both Fairchildand Henson Flying Service. Thousands of origi-nal documents and hundreds of artifacts are partof this enormous collection and serve as a tre-mendous boost to the museum‘s ever expanding

archives. The museum wishes to offer a special

thank you to Mr. Mitchell for the trust and con-fidence that he has placed in the museum withthe donation of his collection. The breadth of what he has compiled and preserved is trulyextraordinary and the museum is honored tocontinue its preservation.This page shows a few examples of the collec-tion‘s photographs.



28

VINTAGE AIRCRAFT & MILITARY VEHICLES

ON DISPLAY AT THE HAGERSTOWN FLY-IN

OCTOBER 6&7, 2007



29

Shannon Raffa-

niello, a student atGreencastle-Antrim

High School, has been a loyal volun-teer at museumevents. She was

working with other volunteers when theC-82 returned to Hagerstown from Wyo-ming, and the emotion of the event in-spired her to compose the following es-say:

The reason I picked the C-82 wasbecause I got to see the last one that wasable to fly land on its last flight. It wasvery exciting. Since this is the first real

plane that I have seen other than a 747, I really enjoyed seeing it fly in.

The C-82 has many names like The Flying Boxcar and also The Packet. The Army Air Forces were the ones that or-dered for this plane to be built. This

plane was made out of metal due to theavailability of aluminum alloys at that time. The C-82 was used to carry troopsand weaponry over seas in WWII.

Fairchild was the creator of thisbeautiful piece of engineering. The planehad a very large engineering staff behind it. It also had a second staff in New York.

Now, when I had the privilege of climb-ing into the Packet, I thought it was

pretty roomy, but I‟m sure with soldiers

and weaponry it might have been a littlecrowded.

At least the soldiers were kept warm.The Packet is thought to be the first air-

plane in our country to have an anti-icing system. Another good thing wasthat the plane was strong. It had verylarge bolts connecting the fuselage of theC-82 to the wings; there were four strong bolts at each of the four points on the

wings. I love this airplane and was very sad

to find that there are now none left that can fly, but also feel privileged that I wasone of the lucky people to see the last one

fly in. There is so much to learn about it. I hope you learn to like this plane asmuch as I do.

K atlin Recabo, a student in the

Washington County, Md., school system,chose Hagerstown aviation as her topicfor the National History Day competi-tion. Katlin used both primary and secon-dary sources to compile her narrativedocument and also her visual project,which won first place at the local middle

school level.

Cub Scout pack 103 visited the mu-

seum exhibits to learn about local avia-tion, become acquainted with aircraft andexperience some hands-on flying time inthe museum‘s interactive Cessna. The

fledgling pilots were having so much funthat some dads in the group joined their sons behind the controls.

The museum is proud to be a part of

the annual Fly-In hosted by Hagerstown

Aircraft Services during which localEAA Chapter 36 conducts its YoungEagles program. Each year the EAAgives young people the opportunity toexperience flight, many for the first time.What better way to excite young peopleabout aviation than for the HagerstownAviation Museum to make them aware of aviation‘s rich past, for Hagerstown Air-

craft Services to show them how aircraft

are constructed and maintained, and for EAA Chapter 36 to provide the thrill of flying. And all this at the same place onthe same day!

Young people, often in period cloth-

ing, swing and sway at hangar dances.Some would make Fred Astaire proudand others learn on the dance floor. Butall have a fun time and guarantee that thegreat music of that great time is going to

be remembered and performed.

Youth volunteers provide valuable

assistance at museum events, whether they are behind a sales counter, answer-ing visitors‘ questions, setting up dis-

plays or cleaning up at the end of theday. These young people develop a senseof commitment and responsibility that

benefits both the museum and them-selves.

Museum Inv o l ves and Insp i r es You ng Peop le



30

1940’s Hangar Dance October 6th 2007



31

“Marines do not retreat, they attack in a

different direction” Gen. O.P. Smith, USMC, Korea, 1950

On March 18, 2007, the Hagerstown Avia-tion Museum hosted a reception for membersand supporters, the high point of which wasthe donation of a Fairchild C-119 to the mu-seum by Bob Stanford of Zenith Aviation inFredericksburg, Virginia. During the program,my wife and I were approached by a trim sen-ior gentleman asking if he could make a fewshort remarks to our members and guests.

It was agreed to allow the gentleman timeat the end of the program to speak to thegroup. As he took the podium, it was apparentthat he was ill at ease speaking before severalhundred people. He introduced himself as

Paul Summers, a former Marine, from anearby little town, Waynesboro, Pennsylvania.He was a Korean War Vet, a survivor of thefamous battle of the Chosin Reservoir in De-cember of 1950. He simply stated that if ithad not been for the Flying Boxcars built in

Hagerstown, he probably wouldn‘t be heretoday. The Marines of the 5th and 7th MarineRegiments, 1st Marine Division and three regi-ments of the US Army 7th Infantry Divisionwere facing 10 divisions of Chinese Commu-nist forces. Outnumbered at least ten to one,with only meager supplies and low on ammu-nition, the Marines awaited the next morning,knowing they would be overwhelmed.

At first light the morning of the first at-tack, C-119 Flying Boxcars of the USAF flewover the Marine lines, dropping supplies to the

beleaguered US troops and preventing a disas-ter.

Paul Summers remembers:

“ I won’t take much of your time, but I was in

the 1 st Mari ne division in 1950. Seems like a

long time ago. The temperatur e was fi fty

below. We were sur rounded, outnumbered

fi fteen to one by the

Chi nese. The lieuten-

ant said after the fi rst

attack, i f we have to

fall back during the

night, we’ll fall back tothe CP, the Command

Post. We’ll make our last stand back there. I

didn’t quite give up,but it didn’t look toogood.

Then the next

morning I saw three

angels coming over, (C

-119) Flying Boxcars.

And they dropped us

all the ammunition we

needed. What a blessing that was! I can’t begin to explain how I felt because I didn’t think we had a fighting chance until I saw

those (C- 119’s) – a beautif ul sight. Thanks so much for letting me take up your time.”

You could have heard a pin drop in that han-

gar………….. Several weeks later, I received a call frommy neighbor and Museum supporter, DaveVerdier, who had attended the March 18th

event and had heard Paul Summers‘ story. Dave told me that he had encountered a localartist, Larry Selman, at a swing dance and thatLarry, who specialized in military art, hadcompleted a painting about the KoreanWar called ―Burning the Colors‖. Dave wasvery impressed with the painting that depictedthe 2nd Engineer Battalion, 8th Army in Koreain the same time frame and in circumstancesvery similar to those of the Marines at theChosin Reservoir. Ironically, Larry was from

the same little town as Paul Summers but theyhad never met.

A plan began to take shape. I contactedLarry and told him about Paul Summers andthe impact that Paul‘s story had had on theentire crowd at the March 18th affair. I asked if

he would sell the Museum a copy of his paint-ing, but Larry volunteered to donate the paint-ing and to have it framed for presentation. Iasked him if he would consider making the

presentation for the Museum and he agreed. Now all that was needed was the proper opportunity.

Hagerstown Aircraft Services, EAA Chap-ter 36 and the Hagerstown Aviation Museum

sponsor the Annual Fly-In during October.Maybe this could be the opportu-nity……………….

At the Museum Executive Board meetingin May, WJEJ, a local radio station, presents a

plan to sponsor a Swing Dance as part of theFly-In, similar to the old USO dances, to cele-

brate its seventy-fifth year in operation. TheMuseum and the Washington County Conven-tion and Visitors Bureau agree to be sponsorsalso, and the dance is on. The theme is ―ASalute to Veterans‖. The proper opportunity

has arrived……………….. Paul Summers and his companion are

invited to the dance as the Museum guests of honor and they accept. Larry Selman is noti-fied and will be there. The eighteen-piece RayBirely Orchestra is booked. The WashingtonCounty Regional Airport Manager, CarolynMotz, donates the use of the Terminal build-ing. Dave Verdier and his wife, Judy, my wifeJanet and a friend, Jeannie Toms do the deco-rating. Kurtis Meyers and John Seburn ar-range for the food, tables and chairs, lighting,etc. Tracey Potter arranges for a fly-by andtransport of museum planes for display, an-tique cars, period military vehicles, etc. Thestars are in alignment………..

Saturday evening, October 6th, is beautiful.Attendance exceeds our wildest expectations.The dancers stroll outside on the apron.Tom Malone and his wife arrive and do sev-eral beautiful flyby‘s in his AT-6 Texan. Theyland, taxi in to the apron, shut down and de-

plane. The Honor Guard snaps to attention.The vocalist with the band sings the NationalAnthem. The Museum has its C-82, its two

PT-19‘s and Tom‘s AT-6 on display. Thereare several WW-2 jeeps on display. The stageis set………….

Paul Summers and his lady arrive and areseated by the dance floor with Dave and JudyVerdier and several of their friends. LarrySelman arrives dressed in a Class A uniformof the 82nd Airborne complete with bloused

boots and delivers the picture to me. I put the picture in hiding. The band plays the first set.At intermission, Lou Scally, the host of sev-eral shows on WJEJ and Tom Riford, the Di-rector of the Washington County Conventionand Visitors Bureau, come up to make theappropriate remarks and thank the sponsoring

groups. The time has come……………. Tom Riford calls Paul Summers to the

bandstand. He calls Larry Selman to the band-stand. I retrieve the picture from its hideaway.Tom tells the story of the Chosin Reservoir tothe audience and introduces Paul Summers as

a survivor of the Chosin Reservoir battle andof the march to the port of Hungnam. Tomintroduces Larry Selman as a local militaryhistorian and artist. He accentuates the factthat both men live in the same small town buthave never met. I bring the picture, wrappedin plastic, forward. Larry presents the pictureto Paul and the wrapping is taken off. A myr-iad of cameras flash and there is thunderous

applause Paul gets to see the picture for thefirst time. There is not a dry eye in the crowd,including mine. Paul is speechless. All he canstammer is a ―Thank You.‖ His eyes are notdry either.―Semper Fi‖…………………….

Thanks to everyone who helped make thishappen! Joe and Dave

A Marine HonoredBy Joe Boyle & Dave Verdier



32

2008 BUS TOURS Two Bus Trips to the

NATI ONAL AIR & SPACE M USEUM August 13, 2008

Nat i onal M al l , Washing ton, DC $89.00

& C ol lege Park Aviat ion M useum

October 29, 2008

Udvar-Hazy Cen ter, Du ll es Air por t $79.00

Call 717-377-3030 by August 1st for the National Mall andOctober 18th for Udvar-Hazy to Reserve Your Seat. The Price Includes Deluxe Motor Coach, VIP Tour,

Lunch, Taxes & Gratuity

Transportation provided by Atlantic Coast Trailways Your participation supports the Hagerstown Aviation Museum

Check the museum website for full itinerary, future events and tourswww.HagerstownAviationMuseum.org

Bus Tou r to NASM Udvar-Hazy Center

The museum sponsored bustrip to the National Air &Space Museum‘s Udvar -Hazy Center at the DullesAirport took place on Au-gust 15, 2007. The trip wasa great success and has led

to the scheduling of another trip this year as well as oneto the original facility indowntown Washington,D.C. A special thanks toAtlantic Coast Trailwaysfor their excellent serviceand generosity and to Gen-eral Anderson of NASMfor giving us the V.I.P.treatment.



33

Upcom ing Museum Events for 2008

A n n u a l M u se u

m R e v ie w

MA Y 1 8, 2 0 0 8

2: 0 0 p m

M u se u

m U pd a te

S pe a k e

r s

R ece n t

D o n a t i o n s

A i rc r a f

t D i s p l a y s

H a ge r s t o w n A i

rc r a f t Se r v ice s

MAY 18th, ANNUAL MUSEUM REVIEW(Members & General Public Invited)

Location: Hagerstown Aircraft Services

2:00pm-4:30pm

Refreshments

AUGUST 13th, BUS TRIP TO NASM,

National Mall, Washington, DC.(Refer to Advertisement Opposite Page)

OCTOBER 29, BUS TRIP TO NASM,

Udvar-Hazy Center, Dulles Airport(Refer to Advertisement Opposite Page)

HAGERSTOWN FLY-INOCTOBER, 2008

Date To Be Announced Soon!For more information go to: www.HagerstownAviationMuseum.org

Or call the museum Telephone Hotline: 301-733-8717 or 717-377-3030

Mark Your Calendar!

1940’S BIG BAND DANCE Date To Be Announced Soon!

For more information go to: www.HagerstownAviationMuseum.org

Or call the museum Telephone Hotline: 301-733-8717 or 717-377-3030



34



35

The Hagerstown Aviation Museum plans to locate its main museum on or near the Hagerstown Re-gional Airport. The facility will house displays including aircraft and historical walk-through exhibits depict-ing both local Hagerstown aviation history as well as dioramas of aircraft design, development and manu-facturing throughout the last century. The museum will be a multi-use facility and will include a large areasuitable for a wide range of events.

THE FUTURE…...

The museum is presently involved in locating aircraft, with the goal of acquiring at least one aircraft repre-sentative of each major development in Hagerstown’s aviation history. The museum is actively seeking thedonation of a flying Fairchild 24 to compliment the museum’s two donated flying PT-19’s. These aircraft willserve as ambassadors at air shows and aviation events, helping to keep alive the heritage of Hagerstown’saviation past. The museum is alsoseeking the donation of a FairchildModel 22, C-123 & F-27 for display. If you have or know of any aircraft or arti-facts that may relate to the museum’smission call 717-377-3030.

Museum Seeks Flying Fairch i ld 24

C-123 F-27

Original Fairchild 24 photo, Hagerstown Airport, circa 1940

“Building the Boxcar” exhibit concept. Illustration by Nick Rotondo



36

Gift ShopOrder Now !

Fairchild Aircraft embroidered logo. Mu-seum name on back. Tan & Maroon $15.00,Blue & Gold $20.00

To order: Call 301-733-8717 or order online at www.HagerstownAviationMuseum.org

“HAGERSTOWN– REMEMBERINGOUR AVIATION HERITAGE”

DVD 3 DISC SET Companion book to the documentary.164 pages. $21.95

FAIRCHILD C-82 PACKET / C-119 FLY-ING BOXCAR (Aerofax series) by Alwyn T. Lloyd

The story of the world famous Fairchild C-

82 and C-119 Flying Boxcar is presentedin this new Aerofax series book. Thedevelopment, military service and civilianuses are well documented. 8-1/2 x 11",192 pgs. 250 b/w & color photos plusdrawings $36.95

FAIRCHILD-REPUBLIC A/0A-10WARTHOG - WBT Vol. 20 By Dennis Jenkins

Covers the development and service of the Fairchild-Republic A-10 from design

to its use in Desert Storm. Includesproduction line photos, technical manualexcerpts, and battle damage photos.100 pgs., 8-1/2 X 11, 150 b/w photos, 4page color section. $16.95

Or send check or money order plus $5.00 shipping to:Hagerstown Aviation Museum, 14235 Oak Springs Rd. Hagerstown, MD 21742

DVD #1: Hagerstown, Maryland, has playeda significant role in the history of aviation. For more than eighty years, local men andwomen designed and built aircraft that madeHagerstown one of the leading centers of aviation manufacturing. Recently discoveredimages and rare local film footage documentthe pioneering days of Bellanca, Kreider,Reisner, Fairchild and Henson. See how themassive expansion of Fairchild Aircraft dur-ing WWII, the development of the C-119“Flying Boxcar” and the world famous A-10

Thunderbolt II shaped the Hagerstown com-munity and the world of aviation. Followaviation historian Kurtis Meyers on a journeyto discover the people, places, planes andevents that shaped Hagerstown’s aviationheritage. This film preserves a vital part of the community’s aviation history and com-memorates the hard work and dedication of those who lived it!DVD #2: Included in this Collectors Editionset is a Bonus DVD of rare, original films of the C123H STOL, F27, Porter, FH1100 heli-copter, the A10 “Warthog”. These promo-tional films show Fairchild’s amazing aircraftin operation and highlight the abilities thatmade them unique. Interviews with Richard“Dick” Henson are also included.

BONUS CD: Includes the “Images Of Flight”Screensaver and information about theHagerstown Aviation Museum and how youcan help preserve this aviation heritage.Broadcast on Mary land Publ i c Telev is ion

(2 DVDS AND 1 CD) $29.95



37

300+ Pages of Photos & Text

1000+ Photographs & Images

Most Photos Never-Before-Seen,From Negatives & Original Prints

Proj ected Available Date Summer 2008 For more information visit

www.HagerstownAviationMuseum.orgSign up today on our website or call 301-733-8717

to be notified upon the books release.

INDUSTRY

Fairchild Aircraft Corp.

Brandt Cabinet Works

M.P. Moller Organ Co.

Pangborn Corporation

W.H. Reisner Mfg. Co.

Victor Products

Baer Bros. Packing Beachley-Reichard Furniture

Hagerstown Shoe Co

Maryland Welding

Southern Shoe Co.

Henson Flying Service

AgricultureCIVIL DEFENSE

Hagerstown Civil Air Patrol

Civil Defense Blackouts

Wash County Red CrossMILITARY HOMEFRONT

Camp Ritchie

Hagerstown Airport

Women Service PilotsWAR FUND DRIVES

Paulette Goddard Stamp Drive

7th War Loan

War Stamp & Bond SalesCOMMUNITY PATRIOTISM

First Defense Parade 1940

Armistice Day Parade 1941

British Sailors at Fountainhead

Hagerstown USO

Hagerstown Memorial Forest

Armistice Day 1944 S.S. Hagerstown Victory Ship

VJ Day Parade 1945EDUCATION

Washington County Schools

―Colored‖ Boys Club

National Defense Training

Fairchild Defense TrainingTRANSPORTATION

Automobiles

Blue Ridge Bus Lines

Potomac Edison Trolley

Railroads

Columbia Air LinesCOMMUNITY, RECREATION

Auto Dealers

Gasoline Stations

Restaurants

Retail Stores

Local Entertainment

Hagerstown Horse RacesMUCH, MUCH MORE!

NEW BOOK COMING SOON From the Hagerstown Aviation Museum

I MAGES OF THE HOMEFRONT

HAGERSTOWN DURING WORLD WAR I I



38

Prints and models are individually numbered and avail-able on a first-come-first-serve basis with a total of sixdifferent prints and models planned in each series. Mod-els and prints are available for immediate shipment, soorder today!

Artist Landis Whitsel has teamed up with the Hagerstown Aviation Museum to recreate the great aircraftmanufactured in Hagerstown over the past ninety years. Through fine art prints and detailed desktopdisplay models the airplane designs from Hagerstown’s aviation past come alive in this exclusive Collec-tors Series. Each installment in the series is limited to two hundred fifty (250) copies. A portion of theproceeds is donated to the museum.

The first in the series of paintings de-picts the world famous Fairchild “FlyingBoxcar” airplanes that made Fairchildand Hagerstown famous. The largeformat “GiClee” color print depicts boththe C-119 and the C-82 flying over the

Hagerstown Airport with the Fairchildfactory in the background. This beauti-ful image on archival, acid-free paper isavailable unframed or fully matted andframed and also signed and numberedby the artist.

PRINT Flying Bo xcar

Unframed 22”x 28” $135.00

Framed 27”x 33” $285.00

C-82 “FLYING BOXCAR” HOMECOMING 2006 COMMERATIVE MODEL

The first in the series of desktop display models is the Fair-child C-82 “Packet” affectionately known as the first “FlyingBoxcar”. The mold for this solid resin cast model was cre-ated from an original factory display model of the 1940’s. Ithas a wingspan of 8.5” and is mounted on a black lacqueredwooden base with laser engraved silver plaque. It is a trulyunique art deco sculpture.

MODEL Fairchi ld C-82 $95.00 Each

NEW ART PRINT AND MODEL SERIES

HONORS HAGERSTOWN’S AVIATION HERITAGE SUPPORTS THE HAGERSTOWN AVIATION MUSEUM

To Order Call: Landis Whitsel at 717-749-3433

(A port ion of the proceeds is do nated to the museum)



39

Support The New Pegasus

magazine by sponsor ing a

display ad in the next issue!

Call 717-377-3030 fo r

more informat ion

Hours of Operation Tuesday - Saturday 10:00am - 4:00pm Sunday 1:00pm - 4:00pm (except July and August)Closed: Mondays, Sundays during July and August,Thanksgiving, Christmas, New Year's Day, Easter,Mother's Day, Father's Day, and Independence Day.

Admission IndividualsChildren under 2 • Free

Ages 2-17 • $6.00 Adults • $7.00 Seniors (55 and over) and Military • $5.00 Visa, Mastercard, Discover Card accepted.Group Tours (minimum 10)School Children and Youth group members,17 and under (each) • $2.00

Teachers and youth group leaders, no charge. Adult Group (each) • $4.00

Discovery Stationat Hagerstown, Inc.101 West Washington St.Hagerstown, MD 21740

For information: Phone: 301-790-0076Toll Free: 877-790-0076 Fax: 301-790-0045

RC Airplanes, Hel icopters, Cars, Boats, Model Supp l ies



40

Museum Members

Li fet ime

CAROLYN ALEXANDER

WAYNE E ALTER, JRJ M BENCHOFFGENEVIEVE BOOTHDONALD & JONE BOWMANLINDA R. BRACEYSTEVE & RHONDA CHRISTIANOJ. ALLEN CLOPPERSTAN & CECILIA CRIPPENGEORGE DELAPLAINEMERLE ELLIOTTPAULINE I FOGLEDAVID FRIEDRICHCLEMENT E GARDINERWALTER GREENVINCENT R GROHSUZANNE & EDWIN HAYESCHESTER B KAUFFMANMARILYN & FRANK LAMMJIM MARTIN

JAYE I MEYERSLINDA D MEYERSKENT MITCHELLELEANORA E POFFENBERGERTOM RIFORDNICK & SUSAN ROTONDODALE & CAROLYN SEBURNELOISE T SHAFFERJOHN & FRAN SHORECHARLES SHUEROBERT STANFORDWATSON C STONER

ARMAND J THIEBLOTROBERT J THIEBLOTSAM & JANET VENNERIJOHN M WALTERSDORF

Benefactor

SAMUEL & LOIS SHOEMAKER

Leader

WAYNE J GLEASONJACQUES G HAGERDANIEL A KING, JREDWARD J MANUELDOUGLASS C REEDMURRAY Q SMITH

Patron

EDWARD S BISHOP JR.WILLIAM C BUTLERMARK S CATHERMANROBERT S. COCHRAN

ROY D EBERSOLECHARLES I GALLAGHERSHELLY H KAMPEZANE KISERGEORGE F KNODE, JRWAYNE & MARY ANN KRINERJ. CARL LLEWELLYNSTANLEY A MILLERDOUG MILLSSCOTT R PADDACKCAROL A RAFFANIELLOJOHN S RAY, JR

ALAN & LAURA REICHERTWILLIAM & BETTY LOU RINNJAMES S SHOWERSWAYNE & MARY SOURS

JOSEPH R WILSONWILLIAM E WRIGHT

Supporter

TED BAUERDAVIS L BAUGHMANNORMAN W BIRZERCAROLE S BRAKECARL S. BUSEYDAVID A CHURCHILLJAMES, DAVID, JOSEPH CROCKETTJOE L DENESTSTEVE DRAGERMILDRED DUKEROBERT R ENTERLINELAWRENCE M FRENCHEUGENE S. HAINESJEROME K HARNESS

AUDREY W HARRELLVIVIAN K HYDEDAVID B JOHNSONWILLIAM H JUSTICEJAMES G KELLERLAURA M KLINEWILLIAM F LEPOREJAMES A MATUS

ARTHUR McARTHUR IIIWILEY R McCOYWILLIAM H McLEAN,SRRICHARD D McNEALWALLACE J MORANROBERT L MORELLISUZANNE B OLLRYJACK M PHILLIPS

ARTHUR F PITTENGERCREIGHTON R PROPPSHOWARD W REYNOLDSCONNIE & DONALD RICHARDSONSTEVEN C ROTHRICHARD H SHEARMANDONALD H SMITH, JRGARY W SPICKLERJOSEPH ST. GEORGES

ALAN F STONEBRAKER ANNETTE STONEBRAKER-JOHNSONCHARLENE E STONERJOHN L TAYLORNELSON C TILLOUSTAN & DONNA TISSUEGARY A VAN FAROWERICHARD VAN IDERSTYNEPAUL WARFIELDPHILIP WAYMICHAEL E ZAMECKI

Contr ibutor

JEAN & LANNY AMBROSEFRANK M ARTZ

AUDREY C ASBURYLOUIS L BARNESSYLVIA S BARNHARTCHARLES J BATTRICHARD BAUMBAUGHCHARLES W. BERTRAYMOND D BOTTOMLESTER L BURGER JR.ROBERT N CARHART

CHARLES K CLOPPER ARNOLD D CRAMERNEDSON M CRAWFORDMAX & NANCY CREAGERCATHERINE G CRIDERHARRY E DAVELERWILLIAM C DENNISONSTEVE DIEDRICHFRANCES M DIEHLREG & SHIRLEY DILLER

ALLEN W DITTOCLIFTON & CHERYL DIXON, JR., &DUKELELAND E ENGELJOHN H FIX, SRJOHN H GARROTT, SR

OLIVER R GOETZMARSHALL GRUBERJAMES E HAUBERLLOYD A HAYNERCOLIN F HEEFNER

ALLEN S HENNINGEREUGENE R HORNBAKERWILLIAM HUBBELLBARRY C HUNTROBERT S KEFAUVERSHIRLEY A LOGUEDONALD LUCASCHARLES E MOORE

RICHARD E MYERSEUGENE E NABORSGARY L NICOLAMAXINE M PALMERTHOMAS A PARADISPETE'S TAVERN

JOHN & CAROLYN POFFENBERGEREVERETT POTTERROBERT & BETTY REYNOLDSSTOYAN & NANCY RUSSELLLOUISE C SNURRSUSAN H SNYDERDONALD L SPICKLERTHOMAS B STONEBRAKERJAMES P WALSHLANDIS B WHITSELD RUSSELL WILLIAMSFRANK & SUANNE WOODRINGRB AERO

Individual

JOHN & JEAN ACKERLEWIS E ANDERSONDAVID & GRACE ANDREWSCHARLES W ARTMANJOHN E BARGERJOHN T BAUGH IIIHOWARD A BAXTERSIMON BECKKAREN BERGERHUBER BOCK, JRLEONARD E BONKERRICHARD C BOWMANDAVID L BRAGUNIERCHARLES A BROWNROBERT F BURLESONDONALD F CARTYBUZZ & BONNIE CHARLESJAMES A CHYBICKIGERALD E COHENSHIRLEY R COLEMICHAEL V CORAGGIOGERALD G COULTERPETER L COUSINSRICHARD W CURRIEWILLIAM M CURTIS IIIMEREDITH E DARLINGTONSUSAN A DAVIESGREG DAVISVERNON B DOWNEYJOHN W EASTONCHARLES D EBERSOLEGERALD F ELLISROBERT ETTERJACK E EVANS JR.STEPHEN R FARROWCHARLES L FAZENBAKERJOHN C FRYELARRY FUNKMARY ELLEN GALEMILAN GLUMACFRANK E GOCHENAHEREUGENE S GOETZIRVIN F GOLDENROD GRAHAMJOHN P GRATZFRED GREGORYWILLIAM A GUENONCHRIS GUNTHERDONIS B HAMILTONWILBER R HARRISHAROLD K HARVELL

RICHARD J HAWLEYROLAND G HEBBWILLIAM D HECKMANDONALD C HEGEBARTHJOSEPH D HEGGENJOHN R HERRERAMARLIN HORSTRICK L HOSEJ CHRISTOPHER JONESJOHN L KASTIENMICHAEL P KELLYDAVID M KINGGREG KLINE

LARRY KNECHTELJAMES M LANDIS JRCATHY LANECAROLE M LEIBOLDTTIMOTHY W LEIBOLDTVIRGINIA R LEITERROBERT D LOGANR BURCH LOVELYDOUGLAS J LUNDGRENMARGARET K MACDONALDWILLARD C MACFARLANDTIM MANAHANHAROLD G MARTINJAMES L MARTINFRANK J MATASCIMARY J MATTAXMERTON A MEADE, JRJAMES A MILLSWILLIAM BILLY MITCHELL

DARYL D MONROECHARLES C MUELLERPAUL E MUMMERTPAUL V MYERSJOAN E OKEEFE

ANN & DON PELLEGRENO ANDREW PICKENS ARNOLD D POTTERJAMES F POWERS,SRDAVID A RAYMERGLENN S REA, JRRICHARD F REICHJAMES L RICELOUISE S RIDER

ALBERT A ROBERTS, JRHAROLD G SCHECKDONALD L SHANKNEVIN & SHERRY SHORTCATHERINE A SKAGGS

SAMUEL V SMITHKEVIN C SPESSARD, SRSTANLEY L STILESDORIS E STONEBRAKERKEVIN & GLADYS SULLIVANROBERT L TAYLORSIDNEY R THOMPSONRICHARD H TROXELLF DEAN TRUAXKENNETH TYSONDAVE VERDIERCHARLES A VERGERSGERALD L WALBRUNGEORGE E WAMPLEREDWARD C WEGNERMARTIN L WELLERWAYNE L WENTZD EARL WOLF, JRKENNETH W WOLFF

DONVAN E WOLFORDEDGAR A WOODSVIRGIL E WYKEJOHN H YOUNGDAVID G ZWOLAK

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MUSEUM MEMBER

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FREE DVD WITH MEMBERSHI P! See and hear the people and the planes from the exciting sto-ries in The New Pegasus magazine. See the last flight of the

C-82, witness the donation of the C-119 FlyingBoxcar and see other aircraft donated to themuseum!

98 minute DVD and New Pegasus magazine sub- scription are included with your membership.

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The Hagerstown Aviation Museum, Inc. is a 501C3 non-profit corporation The New Pegasus, No. 4 2008



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new pegasus no4

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