1

Welcome to the fourth issue of the New Pegasus magazine. So much has happened since our last issue and you will find all the highlights and many details on the following pages. One of the most exciting events of the past few months was the museums excursion west to pickup a North American AT-6G donated by Genevieve Booth in Whitehall, Montana. Three trailer pulling pick-up trucks and five volunteers made the 4000-mile round trip in ten days and brought the historic airplane back to Hagerstown. The AT-6 is a real beauty and has an even more beautiful, personal story. Take at look at all the stunning photographs of our trip and go along for the ride in Westward for a Texan. Another truly wonderful day was in early August 2007 when Ward Wilkins flew in Ole Number 10, a masterfully restored PT-19. Painted in silver and black and purring like a kitten, she buzzed the field twice and then came in to stay. Read all about this historic airplane and the Wilkins familys love affair with the Fairchild PT-19 in the article, After Sixty Four Years, A PT-19 Flys Home As you may know, the museums C-119 Flying Boxcar is waiting in Greybull, Wyoming anticipating its flight home. Many of

you have given generously to the Bring Home the Boxcar fund and we sincerely thank your for all your help. You can read all

Hagerstown Aviation Museum officers & volunteers Left to right, John Seburn, Trea, Scott Seburn, Jack Seburn, Sec, Sam Venneri, Mike Carragio, Landis Whitsel, Jaye Meyers, Kurtis Meyers, Pres, Tracey Potter, VP. & Joe Boyle

about the amount that has been raised in our Help Fly the Boxcar Home section. The museums collection of photographs and artifacts continues to grow tremendously with the recent donation of a very large local Fairchild archive and many smaller ones. We have begun cataloging our collection that consists of thousands of photographs and

negatives, original films, books, brochures, pamphlets, badges, pins, instruments, models and so much more. It is easily the most extensive collection of Hagerstowns aviation heritage in existence and I invite you to help keep the archive growing. 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 and it is our hope that part of this facility will be open by mid summer. As always, we will keep you informed of developments. Once again our Remembering Our Aviation Heritage section has several interesting articles and letters from our readers, many of whom have lived the history. Keep your stories coming. I invite you to keep abreast of developments at the museum as it continues to grow by checking out the museum website at www.HagerstownAviationMuseum.org Keep informed, get involved and, with your help, the men and women throughout the community and throughout the nation who made Fairchild and Hagerstown aviation famous the world over will be remembered and honored. Kurtis Meyers, President

The Old & New PEGASUS

The Hagerstown Aviation Museum has titled its public information publication The New Pegasus. While Bellanca, the Reisners, Kreider, Custer and others all made significant contributions to Hagerstowns aviation heritage, it was the citys long association with Sherman Fairchild and his Fairchild Aircraft Corporation that put Hagerstown on the aviation map. April, 1942, PT-19 on the cover Since the Fairchild Corporations public information publication was the Pegasus, the museum felt it appropriate to continue this tradition in the The New Pegasus. The museum dedicates The New Pegasus to the many members of our aviation community who played an active role in developing the aviation heritage we now honor. The New Pegasus is made possible through the generous support of its advertising sponsors.

Richard A. Henson
1911-2002
The New Pegasus magazine is in memory of Richard A. Henson. For many years it was our privilege to work side by side with Dick in creating the Hagerstown Aviation Museum. Even though he is no longer with us, his dedication to the cause continues to inspire us.
Dick Henson with Naval Reserve Grumman Aircraft. Circa 1936

Cover Photo: Henson Flying Service Civilian Pilot Training, PT-19, circa 1942 Photo by: Lyle Mitchell The Kent Mitchell Collection

The New Pegasus

No. 4 - Spring/Summer 2008

TABLE OF CONTENTS Welcome to The New PEGASUS ............................... Page 2

The Hagerstown Aviation Museum, Inc. is a nonprofit 501(c)(3) organization dedicated to the preservation and promotion of the regions more than 90 years of extraordinary aviation history. Highlights of Hagerstowns Aviation Past
1916-1920 Giuseppi Bellanca builds the CD and CE biplanes for the Maryland Pressed Steel Company in the Pope Building located in south Hagerstown. 1921-1925 Lew & Henry Reisner operate an aircraft repair business and eventually partner with local shoe manufacturer Ammon Kreider to sell Waco Biplanes. 1926 The newly formed Kreider-Reisner Aircraft Company designs and builds the KRA Midget to participate in the 1926 National Air Race in Philadelphia. 1927-1929 Kreider-Reisner develops and produces the C-2, C-4 & C-6 Challenger Biplanes that gain them much acclaim. 1929 Sherman Fairchild of Fairchild Aircraft Company, Long Island, NY purchases a majority stock interest in Kreider-Reisner Aircraft Company of Hagerstown. 1930s Fairchild Aircraft Company produces the F22, F24, F45, F46 and F92 Amphibian. 1931 Richard (Dick) Henson purchases the Hagerstown Airport and founds Henson Flying Service. 1933 Richard (Dick) Henson becomes Test Pilot for Fairchild Aircraft. 1939-1943 Fairchild develops and produces over 5000 PT19 Primary trainers for the US Army and Navy as well as the AT-21 Gunnery Trainer and UC-61 Utility Cargo Aircraft. 1942-1948 Fairchild develops and produces over 200 of the first all metal 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 cargo aircraft. 1954-1966 Fairchild helps to develop the Fokker designed F-27 Friendship turbo-prop transport and produces over 200. 1962-1983 Richard (Dick) Henson begins the Hagerstown Commuter which eventually becomes the Allegheny Commuter and Piedmont Regional Airline. 1965 Fairchild purchases Republic Aviation of Farmingdale, L.I., NY. 1973-1983 Fairchild/Republic awarded A-10 Attack Aircraft contract and produces 713 for the United States Air Force. 1984 Aircraft production ends in Hagerstown.

Hagerstowns Aviation Past ...................................... Page 3 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 Museums Future ............................................. Page 35 The Museum Gift Shop ........................................... Page 36 Membership Form .................................................. Page 41
COPYRIGHT 2008 HAGERSTOWN AVIATION MUSEUM, INC. ALL RIGHTS RESERVED

Contact Information:
Museum Display at Discovery Station: Hagerstown Aviation Museum 101 West Washington St Hagerstown MD 21740 Discovery Station phone: 301-790-0076 Museum Mailing address: Hagerstown Aviation Museum, Inc. 14235 Oak Springs Rd Hagerstown MD 21742 Phone: 717-377-3030 Website: www.HagerstownAviationMuseum.org 3

THE CREW WITH THE AT-6G TEXAN WHITEHALL, MT

WESTWARD FOR A TEXAN

By: Kurtis Meyers
As I carried my luggage the one hunempty pack trailers west, trusting the dred or so feet toward the three pick-up asphalt trails through the woods of Ohio trucks that were to be our transportation and Indiana, the prairies of Nebraska and westward, the scene was one of a great the Bad Lands of South Dakota. If all caravan preparing for its long journey. went well, wed be returning with formed Trailers were attached to trucks, baggage and shaped aluminum that would make had been stowed and large metal boxes airplane lovers drool! filled with tools, nylon straps, bungees As our caravan pulled out from the and ratchets were strategically placed on parking lot at Hagerstown Aircraft Sertruck beds. Satisfied that all the accoutrevices, the five of us nestled in for a long ments of the anticipated trip were acride to the first of two destinations, Greycounted for and secured, we were ready bull, Wyoming. The crew consisted of for the long haul. John Seburn driving a diesel powered As the crew was climbing into the Chevrolet with a twenty-four foot goosetrucks, I looked upon this timely scene neck trailer that was on loan from Bob and found myself overcome with a moStanford of Zenith Aviation. Landis ment of perceived enlightenment. I saw Whitsel was driving his Dodge Durango the five museum volunteers setting out on with an eighteen-foot trailer that had been this trip to Wyoming and Montana not unlike the leather-faced, horse riding, cattle drovers of old, manipulating their stock toward the great cattle-buying centers of Denver and Dodge City. We too were setting out on our trusty steeds, our broncoing Fords, Chevrolets and THE BADLANDS OF SOUTH DAKOTA Dodges, manipulating our 4

loaned by Dick Brindle. Jaye Meyers was behind the wheel of his Ford F-150 with a sixteen-foot trailer attached. Mike Coraggio and I would serve as relief drivers for the eyelid heavy and muscularly fatigued. Two long days and short nights would pass before we would arrive in Greybull. The days were filled with driving through the torrential downpours of Hurricane Erin, riding, rest stops, refueling stations and those nasty convenience store treats inflated with every health negative substance known to man. Corn Nuts for crunch, peppered beef jerky to gnaw on, anything with the word gummi to introduce flavor and elasticity to hours of idle jaws and teeth served as the preferred road food of the Interstate weary. As for our broncoing steeds, they were a thirsty lot and required refueling every 250-300 miles. One of them required distilled refreshment (Diesel) different from the other two, complicating things slightly, but overall the brood performed well and seemed to be from excellent stock. As for us, breakfast, a light lunch and a more serious dinner made up the normal day with late evenings and nights spent bunked in the comfort of a roadside Super Eight or Motel 6. As for everything else, it was a blur of blacktop, concrete, trees, cornfields and an endless stream

of passing cars. To the road-weary traveler, any deviation in the scenery of the past thousand miles is a welcome sight and to us the ever-growing outline of the Rocky Mountains kept the anticipation of arrival alive in our tiring minds. To see the Rockies from a distance is to think them insignificant, but to see them up close and have to cross them is a significance of such beauty that demands respect. Although I had crossed the Rockies before, the Big Horn mountain range which lies between Buffalo, Wyoming and Greybull, is a sight distinctly its own. Our trailer toting pack desired the easiest of all crossing sites, but on the advice of a gas station attendant in Buffalo, we decided to change our plans. Forest fires and dense pockets of smoke had Route 14, the northerly and easiest route, closed and we had no choice but to take the less traveled southern route. Route 16 started off as a nice, wide road as we began our ascent of the mountain but quickly turned into a glorified goat path on the other side. Chipped from solid rock, the road weaved a treacherous trail not well suited to the nimblest of cars, let alone brutish pick-up trucks with trailers attached. At times our descent slowed to fifteen or twenty miles per hour, requiring perfect attention to driving and no time for what could be, in this situation, potentially deadly, scenery side-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. It was majesty of color, a multitude of shapes and sizes. Trees and rocks melted together in the amber hue of the late day sun. It was the nearest I had ever been, and would ever expect to be, to the untarnished, unaltered beauty of nature! Our arrival at the bottom of this magical mountain returned us to the flat aridness of the Wyoming desert and within fifty miles we arrived at our destination of Greybull. For that evenings stay we had secured lodging at the Wagon Wheel Motel, positioned less then one mile from the Greybull Airport. The rooms were amazingly modern and very clean and all rested comfortably following a day of extended travel, goat path manipulation and road food. The following day we met up with our good friend and heroic C-82 Pilot Frank Lamm who had flown into Cody, Wyoming, the day before and had driven the sixty miles east to Greybull. Our goals for

C-119 INSPECTION, GREYBULL,WY 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 radios that we had secured while at the auction in August 2006. John Seburn and Frank would communicate with Tim and Carl at B&G Industries, the onsite repair company that had so masterfully prepared our C-82 for flight. Frank, along with the guys at B&G, would carefully check over the C-119 and prepare a list of what needed repaired or replaced. As for the rest of our group, we began to prepare Jayes trailer to carry the C-82 parts home. The trailers twelve-inch sides and ramp made it most suitable among the three that we had brought. With a visit to the local Greybull farmers feed and lumber supply, we secured the necessary plywood, boards and hardware to increase the sides to twenty-four inches. We next placed tarps on the floor and eventually over the top to protect everything inside from adverse weather. Most of the parts had never been used and were simply spares derived from the C82s years of service with TWA. We assumed that the parts would fill the trailer with a little room remaining, but, to our surprise, only three-quarters of the lot were to do so. So we gathered up any parts that were perceived as valuable in the remaining lot and snuggled them in where we could. The rest would have to remain for another time and another trip. After three days in Greybull making arrangements for our C-119 and packing parts, it was time to begin the second leg of our journey. The main purpose for our trip west was to pickup a North American AT-6G donated by Genevieve Booth in Whitehall, Montana. We left Jayes truck and trailer in Greybull to save fuel since our return trip would take us directly back from whence we came. With our caravan diminished by one, we started out early on Friday morning and arrived in Whitehall by evening. Whitehall was approximately 350 miles from Greybull and our trip took us north on Route 310 through some of what had to be the most barren land on the planet. Just west of Billings, Montana, we transferred to Interstate 90 and went west for nearly 180 miles directly past the new Hollywood Crowd hotspot of Bozeman and stopped forty miles shy of Butte. After checking in at the Whitehall Comfort Inn and resting for a while, we piled into Landis Durango and drove the three miles to Mrs. Booths house. It was back in January 2007, while headed to the Glenn L. Martin Maryland Aviation Museum in Baltimore to talk about the progress of the Hagerstown Aviation Museum, that I received a call from Landis Whitsel. Only two years earlier he had discovered that he had relatives in Montana and, much to his surprise and delight, they, as he, had a love affair with vintage airplanes. John and Genevieve Booth of Whitehall owned a

North American AT-6G that John and their son Johnny, had restored and flown in the 1970s and 80s. After Landis and Johns first telephone conversation, the airplane and warbirds in general quickly became the focal point of their ever-growing friendship. Both John and Genevieve had grown up in Hagerstown and Johns sister worked at Fairchild during World War II. Johns first exposure to airplanes was at the Hagerstown Airport where as a boy he would watch planes take off and land while he was waiting for his sisters shift to end. His enthusiasm for airplanes grew and he decided to carve a wooden model of an airplane that might represent a real one that he could own and fly someday in the future.

In the late 1980s, John and Johnny had towed the AT-6G from the airport and stored it in a large garage next to their home. They had begun restoration on the airplane and had acquired many new and used spare parts, but the passing of Johnny several years later and complications with Johns own deteriorating health never afforded the time to fulfill their dream of getting the airplane back in the air. Since Johns passing in early 2006, the airplane had been sitting idle and Genevieve, having lost her beloved husband and son had been searching desperately for a fitting tribute to their lifetime love of aviation. Although, as fate would have it, Landis and John were never to meet in person, it truly seemed that Landis had found in John and Genevieve more then just lost relatives, he had found the most natural and closest of human bonds. Upon Landis urging and his sending of the museums New Pegasus magazine to familiarize her with the museum effort, Genevieve came to the decision that Hagerstown was where her familys AT-6 belonged. As we pulled on to the dirt and gravel driveway leading to Genevieves house in Whitehall, I began to recall the conversations that Landis and I had about his trip 6

out to see her in February 2007. He spoke of her with such reverence and affection, a way, sadly uncommon in todays society, but feelings that each one of us in the approaching truck was soon to identify and understand. The small chocolate brown, wood sided house sat about 200 feet from the main road, with a large matching garage to the right and an elongated S shaped dirt and gravel driveway that led to them. A rough timber fence surrounded the property that consisted of small, rolling hills covered in dry grass. Every imaginable shade of earthen brown was present depicting the limited rainfall of the region. 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 with keys to open the garage. It was Genevieves wish that we first look over the airplane and then come into the house to introduce ourselves. As Landis opened the small door and we all walked in, I could see the outline of the airplane. It sat there so peacefully, with its wings, elevator and ailerons propped against the wall, part of its body covered with bed sheets and its canopy and propeller hooded with canvass. Its belly and stub wings were exposed and its aluminum shined from years of being lovingly polished. Its tires were full, its engine was cleanit was gorgeous! After fawning over the beautiful airplane for twenty minutes we headed to the house and were quickly invited inside to the kitchen and on to the living room. The perfect hostess, Genevieve offered drinks and cookies, knowing that the day of driving had been long and the temperature draining. After each of us introduced ourselves and indicated our role in the museum, Genevieve began to tell the story of the airplane that we had just seen. It was not a story simply of metal and speed, but one of a life-long dream, realized. For her husband John, his experiences at the Hagerstown Airport as a child and his love of airplanes had played a very important part in his adult life as well as that of Johns and Genevieves son, Johnny. As I sat and listened to Genevieve speak, I could not help but think of the trust that was being placed in our museum by the donation of this airplane. This was a trust to preserve and honor an airplane that in so many ways was the symbolic

representation of this loving ladys affection for her husband and child. This was a trust of monumental proportions! But after listening to Genevieve that day and getting to know her as the deeply caring and beautiful lady that she is, it is a trust that 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 beautiful airplane in the garage or how we were going to load it the next day. Instead, the conversation was one of optimism in humanity and the purity of spirit of a loving lady from which reverence and affection was so easily and naturally achieved! With a very good and restful sleep, we were up quite early the next morning to begin a full day of airplane loading. Upon our arrival at Genevieves, we opened the garage and the large door that had been specially designed for the entrance and exit of the stub wings of the AT-6. We had all agreed that the first job of the day was to develop a basic plan of attack for

the project. Other than the packing of luggage in the trunk of my car from time to time, I personally had no experience as a load master. But, luckily, the four others in our group claimed considerable knowledge on the topic. Unfortunately, however, each seemed to have attended a different school and theories varied widely, creating the occasional emotional, red-faced flare-up. However, this never got the better of any of us and we settled in to the task at hand and it came together masterfully. Bob Stanfords truck and trailer was the only one suited to haul the main fuselage of the AT-6. Since the fuselage needed to be moved out of the garage before we could get to the wings and other pieces along the back and sides, we decided to start with the most difficult first. After several unsuccessful attempts

to heave-ho the airplane out of the garage with purely human power, we noticed a rather large John Deere garden tractor sitting auspiciously to the side and sporting a hitch seemingly specially suited to the AT-6s tow bar. After pumping up the tires and giving it a bit of choke, the tractor roared to life, and within minutes the airplane was pulled out into the sunlight, thanks to our new tug. In preparation for the long ride that the airplane was about to take, we began to make sure that all the sheet metal and cowling was properly bolted down. Several small access panel covers had been taken off and were in boxes, so we placed duct tape over the holes to seal them from the weather. With the main fuselage now ready to load, we were faced with a major dilemma. Our initial idea for placing the fuselage on the trailer was to borrow a large construction tractor from Genevieves neighbor, but, once we arrived and surveyed the loading area, we quickly ruled out this possibility. Even if the tractor could lift the airplane, there was no way that it could lift it high enough to swing it onto the trailer. With our brains working in high gear, the idea was proposed that we use a hill with an embankment about forty feet from the garage. It seemed like a feasible idea since a relatively shallow area to the right of the embankment could be used as a ramp to tug the fuselage to the top with safety. John was chosen as the designated tug driver, while Landis, Mike, Jaye and I were pushing where we could. We slowly 7

began to power the airplane up the hill. From a distance, this must have been a very precarious sight. But the garden tractor 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 wheel chocks at the ready. We then backed the gooseneck trailer up against the embankment only to discover that two feet still remained between the bank and the rear of the trailer bed. Never ones to be discouraged, we utilized several pieces of lumber on a pile nearby and created a ramp for the tires, and Voila!we had ourselves a loading dock! The next objective was to get the airplane down the embankment and onto the trailer, preferably in one piece. It was definitely going to be an interesting endeavor since the inside width of the wheelbase of the airplane was eight feet wide and the trailer width was eight feet five 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 yard and purchased several two by twelve inch boards that we fastened to the trailer bed with approximately half the board over the bed and the other half hanging out over the side. We then reinforced the outside portion with upright posts to give greater support. Tracey Potter, the museums vice president and owner of Hagerstown Aircraft Services, had sent along two twelve inch wide wheel pockets that were placed approximately threequarters of the way up the bed. Before we began to move the airplane from the hill we attached the John Deere garden tractor to the tail wheel of the airplane to keep it from rolling too far forward at any given time. With John positioned on the tractor, Mike and Landis, with chocks in hand, manning each wheel, and Jaye and I positioned in front of the wings to guide the airplanes descent, we began to slowly lower the airplane down off the bank and onto the trailer. With the extended pockets as our targets, the airplane crept forward an inch or two at a time with Landis, Mike, Jaye and I constantly readjusting, and moving the tail one way or another to keep everything traveling straight. It seemed that nearly one half hour passed between the times that the wheels first touched the trailer and we finally got it to the extended pockets. Once there, we pushed the airplane up and over and into the position that it would assume for the entire 8

trip home. The rest of the day was spent loading the wings and elevators on the eighteen foot trailer that Landis was pulling with his 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 strapping everything down for the 2000 mile ride back to Hagerstown and, when finished, starting toward Greybull and the long drive back east. That evening we went for a nice dinner and afterwards quickly shuffled off to bed for a hard earned, peaceful rest. The next mornings work went quickly and the two trailer loads were fully secured and ready for travel by noon. For much of the loading process the day before, and this morning, Genevieve had watched endearingly as the airplane was put onto the trailer and all its parts stowed for the long trip home. That afternoon and early evening we drove back to Greybull and stayed another night at the Wagon Wheel Motel. The following morning we woke up early and made our way to the Greybull airport where we needed to pickup Jayes 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 needed to be recovered and several of our crew had already volunteered to recover it over the upcoming winter. As we lined up on the tarmac in front of B&Gs large maintenance hangar, and with the gigantic tail of a Boeing KC-97 towering overhead, dwarfing all, the last leg of our journey was about to begin. One last dramatic event that would break the monotony of the 2,000-mile trip home was still to come, but that was still another day away. We pulled out of Greybull around noon and followed Route 20 south through the majestic Wind River Canyon toward Cheyenne. One of only two groups of buildings that we passed in over 100 miles of open road and smooth gray landscape was a small group with a sign

WIND RIVER CANYON, WY

LEAVING GREYBULL, WY

WYOMING proclaiming our arrival at Hells Half Acre. Strangely enough, the horned and spike-tailed proprietor of even this appropriately named establishment must have found the heat excessive and the clientele as 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 the next morning to get in a full day of driving. Our caravan was limited to around sixty-five miles per hour, which meant that cars passing us were a common occurrence. A vintage WWII airplane on the back of a trailer, however, is an uncommon enough sight that at times both lanes would be traveling at sixty-five. I lost count of how many people with windows down and cellular phone cameras in hand took pictures even that first day, but this was a scene that continued the entire trip back. At every fuel and food stop we would be questioned, every overnight stay a crowd would form around the trailer as we were covering it for the evening. The airplane was a celebrity. As we traveled on Interstate 80 out of Cheyenne that first full day of our trip homeward, the late afternoon brought a menacing cloud to the north that seemed to be following our every movement. For several hours it just hung there and our sixty-five mile per hour forward motion seemed neither to get us ahead of it nor allow it to pass on by. As the day continued, it darkened into a nastiness that I have never before witnessed. It was a mass that stretched for as far as one could see in one direction and continued to get biggerit 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 and opaque grayness on the other. The realization suddenly hit our crew that we could not out run whatever it was that was coming toward us and we needed to act. Swift action took us off at the next exit and into the gravel truck parking lot of a Motel 6. We parked the truck and trailer with the airplanes fuselage up against the wall of a donut shop hoping that this would give better protection. We then pulled one of the other trucks to the side and the other to the rear, the direction of the coming storm. Luckily, rooms were available and as soon as we secured all the straps, tightened all the ratchets and tucked in what we could, we ran for the man made protection of concrete, plaster and wood. From the window of my hotel room I watched as the storm, in all its menacing power, came toward us. The rain was the overhead. With the television on in the background, tuned to the local news station, I could hear them talking about tornados being on the ground in the vicinity of here and there, all places that I did not know or recognize, but places I suddenly took an interest in. With the wind howling and swirling, lightning flashing and thunder crashing outside, the current in the hotel flashed on and off several times and then went off entirely. None of our group had ever experienced such a storm, and there was a universal fear that was not spoken, but was knowingly present. It was a fear both for our safety as well as our entrusted cargo. After thirty minutes or so the winds subsided, the rains minimized, the lightning moderated and the sheltered humans came out to survey the damage, and rebuild. Having suffered no noticeable damage to our cargo, we headed out the next day on the lonely and straight highway home. For the evening we stopped near Wheeling, West Virginia, had dinner and a good nights rest. The next day would take us to Hagerstown and a welcome home from other museum members. The ten-day long adventure to the west had been successfully completed and the museums new AT-6, safely back. It was a trip that will long be remembered by all involved. For me, it was one I was honored to be part offive great people, three pick-up trucks, 4,000 miles to cover, and a beautiful airplane, with a beautiful story. What more could be asked for?

first to come, in droplets that beat against the pavement and made pre-storm spectators run for shelter. The wind came next and propelled the rain against the plateglass window like pebbles flung from the tire of a passing dump truck. The clouds did not lighten after a few minutes like storms back home, but somehow became even darker. At times I could see our caravan sitting helplessly against the donut shop and at other times the winds flinging and swirling of the rain and occasional debris blacked out its sight entirely. The lightning and thunder added an extra measure of drama to the entire affair and upon each flash gave enough light to give visual definition to the monster that hung

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

HOME AT LAST! 9

A PT-19 FLYS HOME

By: Jack Seburn
ended its journey of sixty-four years when its wheels touched down on the same soil it had left all those years ago. The PT-19s pilot, Ward Wilkins, had flown the plane from his home in Indiana to the PT-19s first, and also final, home in Hagerstown. Ward grew up on the five-generation family farm in Lafayette, Indiana where a love of the land was shared with a love of airplanes. During WWII, Wards father, Clint, received his primary flight training in a Fairchild PT19. He went on to fly B-24 bombers in the 5th Air Force but never forgot his love for the plane that had taught him to fly. When the war ended and military aircraft were being destroyed or sold for civilian use, Clint acquired a surplus PT-19 and the Wilkins family built a hangar and landing strip on the farm. According to Ward, his family Lorraine and Ward Wilkins has always owned at least one PT-19 since that first one at the end of itself as an outstanding primary training WWII. The familys love of airplanes inplane for fledgling WWII pilots, thousands spired Ward to pursue a career in historic of whom learned the basics of flying in this aircraft restoration which has earned him aircraft. By the end of WWII, more pilots the respect of other enthusiasts, both for had received their introduction to military his exceptional restoration achievements flight in Fairchild PT-19s than in any and for his skill in flying antique and hisother training aircraft. toric aircraft. On August 18, 2007, PT-19, USA 42Kurtis Meyers, museum president, re83447, now with civilian number N54714 ceived a phone call from Ward asking if In early 1943, PT-19 USA 42-83447 ended its journey down the assembly line, rolled through the factory doors and took its place with the thousands of other Hagerstown built Fairchild primary trainers that had preceded it. The superbly designed and constructed PT-19 had proven 10

After Sixty-Four Years,

the museum might be interested in the donation of a restored and flying Fairchild PT -19. Kurtis relates, When I received the phone call offering the aircraft, I was thrilled! 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 international news stories concerning the Hagerstown Aviation Museums purchase at auction and subsequent return to Hagerstown of the last flying C-82, other museum achievements described in the New Pegasus magazine and the listing of the PT-19 as an aircraft highly desired by the museum. Ward explained, as he presented his PT -19 to the museum, This was an emotional experience for me. The PT-19 has been so important in our familys life, and Im glad to finally find a place where this much loved aircraft belongs, a place where I know it will be taken care of and loved. Ward can rest assured that his PT-19 has found a good and caring home.

Wards father, Clint Wilkins, relates 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, Kentucky, we were given ten hours of dual flight training. I drew a tandem Aeronca

with a female instructor whom I located five years ago in Lexington, Kentucky. A young friend flew me to meet her for lunch and an afternoon of pure pleasure rehashing older days. Next came Primary Flight School at Camden, Arkansas, where we flew new PT19s for about seventy hours. Each instructor 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. We kept climbing the (training) ladder until our B-24 bomber and crew were ready to head west to the Pacific islands of Biak, Mengora, and Okinowa, where we were stationed when the war finally ended. We waited a month for a ship home and nineteen days after departing we crossed under the Golden Gate Bridge. We then moved by troop train to Camp McCoy, Wisconsin, and finally home to Lafayette,Indiana! After WWII Don Arety with Lafayette Flying Service went to a war surplus PT19 sale at Valparaiso, Indiana, with $1500

Clint Wilkins in the front seat of Ole No. 10

and returned home with three PTs. Don kept one and painted it blue and yellow. This PT is now somewhere in Texas. Charles Comer purchased one and because his wife did not like all the wind he converted it to a (closed cockpit) PT-26, which is now your museums PT-19. The Comers lived at Demotte, Indiana, and based the 26 there. After a few years of flying the PT it was hangared at Aretz Airport and forgotten. That was when I became involved and gave $4000 for PT 54714 which had flown cadets 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 Wards 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 PTs hangar. Today the airstrip has been put back into cropland and the hangar houses farm machinery. Much like the baseball that has been hit out of the baseball park, ole 54714 has 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 donated by Stan Crippen of Florida as flying centerpieces of the Hagerstown Aviation Museums aircraft collection.

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FAIRCHILD PT-19

Army, came into being in 1938 as the new generation of war pilots was on the verge of beginning its air education. It has distinguished fore bears in many Fairchild aircraft dating back to the early 1920s, all of which have been known for their advance design, their excellent flying characteristics and stout construction. No aircraft, for instance, have more enviable records than the pioneering Fairchild FC2s, the 71s and the 24s, all high-wing cabin monoplanes that have been widely used commercially and by private owners. The Cornell was born of the national emergency. As the war clouds deepened in other parts of the world, the Army anticipated its need for a modern trainer and called for bids. With its long experience in the production of aircraft in the weight and power classes specified, the Fairchild Aircraft Division of the Fairchild Engine and Airplane Corporation was a natural contender. It went to work on the problem with not too much time in which to turn out a successful candidate, and had a ship on the line when the roll of proposed new trainers was called at Wright Field on July 1, 1939. The plane offered was a two-place open cockpit, low-wing monoplane powered by the Ranger six cylinder inline, aircooled engine. It had a conventional metal fuselage and plywood-covered wings built up of wood spars and ribs. The span was just under 36 feet, the length slightly less than 28 feet and gross weight about 2500 pounds.

THE CRADLE OF THE AIR FORCE

Original article from Pegasus Magazine March, 1943 Most of the American pilots of World War I have had a soft spot in their hearts for the venerable Curtiss Jennie. Much of this affection was due to the fact that the Jennie was the ship in which they learned to fly. Also because it was a rugged ship which forgave a lot of mistakesin other words, a plane which could stand up under considerable punishment on the ground and while in the air. The counterpart of the Jennie in this war is the Ranger-powered Fairchild Cornell (PT- 19), on which by far the majority 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 rugged aircraft that has demonstrated over and over its ability to absorb the bad knocks a primary trainer inevitably gets. Unlike the Jennie, it is stable, answers quickly and smoothly to the touch of the controls, is adequately powered and above all doesnt have the willingness to spin that characterized the OX-powered Jennies. It is recognized as one of the safest trainers ever produced. Thus the Cornells are largely responsible for launching a new generation of war pilots 12 into the air and are doing that job at minimum risk to our invaluable military pilot resources. A satisfactory primary trainer is one of the most important planes in any air force. It isnt a glamour -plane or one that catches the fancy of the headline writers and the public. But it does a most vital job, quietly and efficiently. Unless the embryo pilots get through the primary stages safely, and with the proper initial background, they do not become the kind of combat pilots an air force needs. In the case of this country and many other United Nations, the Cornell is truly the cradle of the air force. The Cornell, as the PT-19 has been designated by the

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Type Clicked
The airplane offered then was essentially the same as the Cornells in production today, though the current models naturally incorporate many refinements

Late in 1941, Fleet Aircraft, Ltd. of Canada was authorized to build the airplane for use in the British Commonwealth Air Training Plan. The Canadian version is essentially the same, the difference being mainly in the use of a cockpit greenhouse instead of open cockpits. The Norwegian pilot training program in Canada also depended upon the Cornells for primary training. Our neighbors to the South also were impressed. Brazil signed a contract in May, 1942, to manufacture the Cornell under license in Rio de Janeiro. In the summer of 1942 a fleet of them was flown south by Brazilian pilots for Brazilian student pilot training. Many other countries south of the Rio Grande also have acquired Cornells.

Engine Expansion
Since the Cornell is powered by the Ranger six cylinder inline, air-cooled engine of 175 horsepower (Ranger Aircraft Engines is another division of Fairchild Engine and Airplane Corporation) expansion of the engine production facilities at Farmingdale, Long Island, had to be undertaken as the Armys orders for the planes were stepped up. While the major portion of the production at Hagerstown has been on the Cornells, the Division has also built many of the Warner-powered military versions of the Fairchild four-place high-wing cabin monoplanes known to private owners as the Fairchild 24 and to the military as the C-61, or the Argus by the British and the Forwarder by this country. It also has developed the AT-13 (two Wasp engines) and the AT-14 (two 12 cylinder Rangers) for advance training, and the top secret military cargo plane The most notable feature of the advance trainer, which has combat possibilities, is the fact that it

suggested by service experience. Among other changes, the current type has stabilizer, turtle deck, flaps, and leading edges made of Duramold. In view of the fact that all military combat planes of today are monoplanes, the Fairchild engineers selected that type. Since most are all lowor mid-wing monoplanes, the low-wing type was adopted. Thus the students trained on Cornells start right in on an airplane having the same general design characteristics as the planes they will be expected to fly in military operations. Since monoplanes have had tendencies to spin because of their tapered wings, special attention was paid to the development of wing curves that would make this trainer extra safe in the inexperienced hands of the Armys fledglings. Since trainers need to be rugged, Fairchild was right at home in providing that characteristic, too.

Facilities Added
To meet the demand for Cornells the factory at Hagerstown had to be expanded considerably. (There were only 288 employees in the Division at the time of the invasion of Poland.) Later, to meet still further requirements for aircraft with minimum delay the so-called Hagerstown System was instituted. This utilized the experience and facilities of local manufacturing concerns which, because of curtailments in their own production programs, were available for turning out tools and aircraft elements for Fairchild. With something like 90 percent of the manufacturing capacity of Hagerstown now devoted to producing Fairchild aircraft the need for the trainers still exceeds the supply. Thus arrangements were made with one Canadian and three other American aircraft manufacturers to build the Cornells under a licensing agreement. For Fleet Aircraft, of Canada, this was mainly an expansion of its previous Cornell production schedule. It was a new enterprise for Aeronca, Howard, and St. Louis Aircraft.

Production Started
As a result of the competition Fairchild received its initial Army order and went into production. In the crucible of field experience, which showed up opportunities for refinements as well as the soundness of the original design, the Cornell served its purposes so well that additional orders were soon placed by the military. In the meantime, a large number of the civil model, known as the M-62, performed valuable service in the advanced training provided potential military pilots in the expanded CAA Civilian Pilot Training Program. 14

is built almost entirely by the Duramold plastic bonded plywood process. A new factory in Burlington, N.C., will be devoted exclusively to building this airplane. It was in recognition of the Fairchild Aircraft Divisions outstanding work in delivering the Cornell and Forwarder air planes and in developing the other two above-entioned aircraft, that the Army and Navy awarded the Division the famous E at ceremonies in Hagerstown on February 7th.

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1943 Fairchild PT-19A

The museums 1943 PT-19 #33 donated by Stan Crippen of Ft. Pierce, Florida is back together and has participated in the 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.

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C-119 FLYING BOXCAR DONORS

John L. Acker Jean & Lanny Ambrose David & Grace Andrews Lewis Anderson Frank Artz Audrey C. Asbury Charles Batt, Sr. Ted Bauer John T. Baugh III Davis L. Baughman C. Richard Baumbaugh Simon Beck Charles W. Bert Edward Bishop, Jr. Raymond B. Bottom Jr. Richard C. Bowman David Bragunier Carole S. Brake William C. Butler Robert N. Carhart Don Carty Mark Catherman Buzz & Bonnie Charles Charles Clopper Gerald E. Cohen Shirley Cole Gerald Coulter Arnold Cramer Nedson M. Crawford Max & Nancy Creager James Crockett Richard W. Currie Meredith & Doris Darlington Harry E. Daveler Joseph L. Denest Ronald E. Detrow Frances Diehl Reginald H. Diller Allen Ditto Clifton Dixon, Jr. & Cheryl Duke Vernon Downey Steve Drager Charles Ebersole Lee Engel Robert Enterline Charles L. Fazenbaker John H Fix, Sr. Mary Ellen Gale Oliver R. Goetz Milan Glumac Eugene S. Goetz Irvin F. Golden Marshall Gruber Chris Gunther Jacques Hager Roland G. Hebb William D. Heckman Donald C. Hegebarth Ricky L. Hose The Hoxton Agency Barry C. Hunt Vivian K. Hyde Christopher Jones William H. Justice Robert S. Kefauver Daniel A. King, Jr. David R. King Zane Kiser Wayne & Mary Ann Kriner George Knode Jr. Marilyn & Frank Lamm James M. Landis, Jr. Cathy Lane Carole Leiboldt Bill Lepore Virginia Leiter Robert D. Logan Burch Lovely Donald Lucas Doug Lundgren Margaret Macdonald Willard C. Macfarland, Jr. Tim Manahan Edward Manuel Harold G. Martin James L. Martin Martins Famous Pastry Shoppe Arthur McArthur III Wiley McCoy Richard D. McNeal Stanley Miller Doug Mills Jim Mills Robert L. Morelli Paul E. Mummert Paul v. Myers Eugene Nabors Gary Nicola Maxine Palmer Ann & Don Pellegreno Arthur F. Pittenger Carol L. Plotnik Fay & Jim Powers Creighton R. Propps Jay Ray David A. Raymer Richard F. Reich Robert & Betty Reynolds Louise S. Rider William & Betty Rinn Steven C. Roth Susan & Nick Rotondo Dale & Carolyn Seburn Shady Grove Ruritan Club Eloise T. Shaffer Richard H. Shearman Nevin A. Short Steve Showers Samuel V. Smith Donald H. Smith, Jr. Susan Snyder Wayne & Mary Sours Kevin L. Spessard Charlene Stoner Kevin & Gladys Sullivan John L. Taylor Sid Thompson Nelson C. Tillou Stan & Donna Tissue Richard H. Troxell, Jr. James P. Walsh George E. Wampler Martin Weller Wayne Wentz D. Earl Wolf, Jr. Kenneth W. Wolff

Join this growing list of honorary C-119 crew members by sending your tax-deductible donation today! For more information call: 717-377-3030 or visit
www.HagerstownAviationMuseum.org

C-119 donors as of 3/10/08

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Donations Help Fly The Boxcar Home

1953 Fairchild C-119G Flying Boxcar, Greybull, WY, August, 2007

Since the donation of the C-119 by Bob Stanford of Zenith Aviation last year, donors have contributed $11, 964 toward the goal 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 museums trip to pick up the North American AT -6 in Montana, volunteers spent several days in Greybull, Wyoming inspecting the museums C-119. Pilot Frank Lamm flew in for this time and assisted with the inspection carried out by two service personnel from B&G Industries. The crew created a preliminary list of items to be repaired and punch tested the fab ric on all the control surfaces to determine the flight worthiness of each piece. One aileron was determined to need fabric replacement and this piece was removed and brought back to Hagerstown to be recovered. The museums goal is to have the C-119 fly to Hagerstown in 2008. With your continued help we can make this a reality!

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Send your tax-deductible donation to: The Boxcar Fund Hagerstown Aviation Museum, Inc. 14235 Oak Springs Rd Hagerstown MD 21742
Corporate & Business Sponsorships are available! Promote your business and help fly the boxcar home. Call 717-377-3030 for details!
For more information and photos on the C-119 go to:

www.HagerstownAviationMuseum.org
Hagerstown Aviation Museum, Inc. is a 501C3 non-profit corporation

With your donation to the C-119, you will receive this 8 1/2 x 11 color photo
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Remembering Our Aviation Heritage

John Shore and Fran DeLauder Shore, both Hagerstown natives and museum members, provide an excellent example of the intertwined Hagerstown aviation relationships among individuals, families and the community. Frans granddad, Austin Hoch, better known as Pop Hoch, worked for KreiderReisner Aircraft in the 1920s on specific jobs because of his familys reputation as the towns outstanding tinsmiths. When the Great Depression hit, the family business suffered and Pop Hoch carried the debts of his customers who needed work done but were unable to pay. An offer from KreiderReisner for part-time employment solving problems in metal fabrication was accepted and Pop Hoch began his long career in Hagerstowns aviation industry, soon becoming a full-time employee at Fairchild. All through the years at Kreider-Reisner and Fairchild, Pop worked in the shop and was seen every day wearing his longsleeve white shirt, coat and tie. Pop retired at the age of eighty when his union realized he was working long past the mandated retirement age of sixty-five. During WWII when Fairchild was building PT-19s, Pop Hoch went to management with the idea that the workers would donate their time one Saturday without pay, completely build a PT-19 and present it to the government. This was achieved and Pop Hoch presented this plane to the government. Pop Hochs son Austin also worked at Fairchild as did Austins two sons Jack and Bill and Austins son-in-law Ray Rauber. The sons and Ray left Fairchild to enter the military during WWII. In 1943 the Hoch familys extensive involvement in WWII aircraft production was featured in articles in Look magazine describing how the war affected the family members and their community. Frans dad, Leo DeLauder, also worked at Fairchild from 1940 until 1976 and his brother-in law, John Hogan, was captain of the guards at Fairchild his entire working career. Other relatives worked in aircraft production elsewhere in Maryland. John L. Shore, Frans husband, also worked at Fairchild as did his father, John A. Shore. In addition, three brothers-in law and two sisters also worked for the company. John L. Shores brother Harold was an eighteen-year old Second Lieuten-

Pop Hoch

Hagerstown AviationA Family Affair

The long history of aviation in Hagerstown and the tens of thousands of people involved directly and indirectly in that history presumes that many area families would contain a number of individuals, often multigenerational, who were involved in the aircraft industry. This presumption is supported by the many museum members who have shared their familys story with the museum.

Workers donate PT-19 by working overtime on Saturdays.

Keep the Heritage Alive

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Share your story

Pop Hoch with woman trainees at Fairchild Aircraft Johns sister Ruth arrived at Frans home for a pre-wedding dinner party, she walked into the room, stopped short, and exclaimed, Oh! Pop Hoch! Ruth had worked for Frans granddad during WWII at Fairchild Plant 5 in Hagerstown and he took special care of this beautiful but innocent young lady whose husband was fighting the war somewhere in Europe. She adored Pop Hoch but had never found him after she left her job until that evening when she arrived to celebrate the wedding of her brother and Pops granddaughter. The Hagerstown community has given much to local aviation and local aviation has given much back. Through all the years of aircraft design and production, thousands of families benefited from their involvement with the industry and the industry benefited from the dedication, skill and contributions of its workers.

ant in the Army Air Corps in late summer the Norton Bombsight and took his family of 1943. on a tour of his plane. 2nd Lt. Shore received a seventy-two A large crowd of people had gathered hour pass and was to use it to get some at the airport and, although they could not cross-country flying time in his B-25 tour the B-25, it made quite a sensation to bomber, so he and three other second lieu- have this bomber flown in to Hagerstown tenants from the Washington County, by the son of a Hagerstown resident and Maryland, area decided to fly to HagersFairchild employee. town and visit family. As Harold approached the Hagerstown Air2nd Lt. Harold Shore port and began to bring the bomber in for a landing he realized he didnt have sufficient stopping distance so he gunned the engines and climbed for another attempt, narrowly missing the airport beacon light in the process. Using the full runway, Harold made a perfect landing and taxied to the Fairchild plant where the bomber could be secured. This was necessary because the plane contained a highly classified Norton Bombsight that could be protected by FairBoth Frans family and Johns family child security guards. had many members involved in local aviaLeaving after the family visit, 2nd Lt. Shore tion for many years, but seemingly indetaxied the bomber from the Fairchild plant pendent of each other. However, when to the Hagerstown Municipal Airport, Fran and John married, a family connecparked, shut down the engines, locked up tion was made, not once, but twice. When

Send to: Hagerstown Aviation Museum, 14235 Oak Springs Rd, Hagerstown MD 21742
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THE C-82 JET PACKET

By: Simon Beck

The Museums C-82 N9701F landing at Hagerstown, October 15, 2006 Packets were built at North Americans plant in Texas before their contract was cancelled on VJ Day. By 1951 the XC-82 and C-82N aircraft had been scrapped, by 1955 the remaining 200 plus C-82As were put out to pasture. From these, the USAF made 120 available for sale to civilian buyers. Its here that an innovative company from California steps in. In 1946, engineer Herb Steward teamed with Stanley Stan Davis to form Steward-Davis Inc. at Compton Airport, CA. Their business was overhauling and testing surplus military radial engines for re-sale. By 1950, Davis had separated from the company which retained his name and was replaced by Dan Thompson whose forte was in advertising and promotion. The pair then went into the business of converting specialised aircraft. When the US Navy FH-1 Phantom jet fighter was declared surplus, StewardDavis bid on the entire stock of Westinghouse J30-W turbojet engines that had run in the FH-1 aircraft plus all spares. By 1953 Westinghouse had gone out of the jet engine business altogether and Steward-Davis acquired the rights to both the J30-W and the more powerful J34-WE. Later, the J30 was redesignated under Steward-Davis branding as the J1600 JetPak with the J34 becoming the Jet-Pak 3402. Power ratings were 1600 lbst. and 3400 lbst. respectively. Herb saw the potential in these engines to overcome the C-82 Packets great-

Many have asked and Im sure many more have wondered what the pod is on the top of the museums C-82. Well, Im happy to say that Hagerstown Aviation Museum member, and foremost researcher on the subject, Simon Beck of New Zealand has graciously sent in the following article for this issue of the New Pegasus. It should definitely put questioning minds to rest and give readers magnificent insight into the civilian history of the C-82 Packet, Flying Boxcar. Kurtis Meyers
What is a Jet-Packet? It was simply the name given to an auxiliary jetpowered version of the Fairchild C-82 Packet for the civilian scene. StewardDavis Inc. of California marketed this aircraft with limited success from the late 1950s to the late 1960s along with other versions known as the Skytruck and Skypallet. A total of 221 Fairchild C-82 Packets rolled out the factory doors at Hagerstown 1 XC-82 prototype and 220 C-82A production aircraft. An additional 3 C-82N 24

est weakness, single-engine performance a Packet, fully loaded, will lose 78 ft./ min. (5000 ft at 54,000 lbs.), upon the loss of a single engine. Even with the good engine at full power, level flight isnt able to be retained. The FAA certified these aircraft for the civil market under a limited type certificate due to these factors. Limited means the aircraft could only be flown up to a certain weight over congested areas or higher weights over non-congested areas etc. Type Certificate Data Sheets were put out allowing certain modifications to be carried out of which Steward-Davis applied for and was granted TC.No. AR-15 on July 7, 1955. This meant the company would hold the rights to the development and sale of C-82 Jet-Pak converted aircraft. Los Angeles businessman Samuel C. Rudolph began buying up surplus C-82 Packets from the USAF in 1955 and Steward-Davis became a prime customer. The first Steward-Davis C-82 Jet-Packet flew in November, 1956 with commercial operations starting in June, 1958 for both local and foreign customers. The Jet-Pak engine was mounted center fuselage between the wings in a mounted pod, the other obvious design alteration was the removal of the stabilizer extensions on the booms. There were three versions of the Jet-Packet developed by Steward-Davis as follows:

Jet-Packet 1600 The original design incorporating the 1600 lbs. J30-W Jet-Pak on a standard C-82 airframe for a max. weight of 54,000 lbs. The FAA Type Certificate was amended on May 12, 1961 for Jet-Packet 1600 operations. Confirmed Jet-Packet 1600 conversions 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 at the time of this writing.

new company entered the Steward-Davis At this time of high hopes and a seemscene in 1961 which was called New Fron- ingly good market for these aircraft, StewJet-Packet 3200 tier Airlift Corp. headquartered in the ard-Davis, who were now located at Long It appears from all accounts that there was Luhrs Building in Phoenix, Arizona with Beach Airport, California, began work on only one Jet-Packet 3200 which flew as a one Henry A. Smith as President. From the Skytruck I which first flew on February prototype in 1957. N5095V (44-23027) FAA records it appears they were the reg- 26, 1964 in the form of C-82A N74127 (45 had two 1600 lbst. J30 engines (hence the istered owners of 21+ C-82 aircraft with -57807). This was an improved Jet-Packet 3200) attached for improved performSteward-Davis acting as sales agents on design with a lightened airframe for a ance which, in one Steward-Davis publica- their behalf. Several documents from the higher payload and featured a hot-air detion, shows it flying with both radials shut time show Herb Steward and Dan Thomp- icing system. It is unclear how many were down and holding level flight off the Jetson working in this capacity. New Frontier actually converted. The Skytruck II was a Pak alone. Weight was at the maximum of would become the highest registered owner further enhancement on this design but it 54,000 lbs. This aircraft later went to Chile for the C-82, the second being Bankers seems unlikely to have gotten further than then Alaska as N8009E. Life & Casualty Co. (17+). In some cases, the drawing board. Both versions had a Steward-Davis sold C-82 aircraft without max. weight of 60,000lbs. Jet-Packet 3400 (Jet-Packet II) the Jet-Pak configuration. One such buyer An interesting one-off prototype was Design work began in August 1961 on a was Mexicana Airlines who operated up to the Skypallet where a C-82 fuselage floor revised conversion of the C-82 airframe five Packets with unique dorsal fillets on could be completely removed with loads of itself fitted with a 3400 lbs. J34-WE Jetthe tails to improve yaw handling. A few up to 30,000lbs and 11ft. high being acPak. The prototype flew in October 1962 of these later ended up in Bolivian service. commodated via a built-in hoist. A plastic and FAA Certification was awarded on Steward-Davis also became the largest sheet would be used to seal the belly durJuly 23, 1963. The job was to lighten the supplier of C-82 spare parts for customers ing flight. First flight was in 1965 but nothaircraft and hence increase the payload in the US and Latin America, especially to ing more was ever heard from this design capability. The main wheels and brakes Mexicana Airlines as mentioned above. again. About this time for one reason or were replaced with lighter ones from the DC-4 with hydraulically actuating landing gear in place of the electric system. Modifications were made to the flap actuating system, fuel and emergency systems. The option of R-2800CB-16 radials over the standard R-2800-85 engines was also available. 20 aircraft were intended to be converted from New Frontiers stocks. The first customer for the new 3400 series was TWAs N9701F (45-57814), which had a Jet-Pak 3402 fitted in 1964. With its TWA logos, this C-82 went onto become the most photographed Packet of all and is now the Former Interior Airways Jet Packet C-82A N5102B owned by the museum awaits return to Hagerstown from pride and joy of the HagersGreybull, WY. Future plans include a Building the Boxcar exhibit (see page 35) using this fuselage, center town Aviation Museum. section, wings and other components. The blue fuselage is C-82A N8009E Stepping back slightly, a 25

other the market began to dry up for the Jet -Packet and the mysterious company behind it New Frontier Airlift Corp. Almost nothing is known about this corporation and its activities except through scattered bits of information in records of the various aircraft they owned. Whats even more perplexing and in a seemingly illogical move in 1967, the Fairchild-Hiller Corp. reserved registrations on at least eight of New Frontiers C-82 aircraft in what appears to be an intended purchase. Why and what exactly was behind this move is anyones guess as many of the aircraft were in a derelict state, some with engines already removed and sold off to DC-6 operators. With a lost market it seems New Frontier was left with aover a dozen C-82s on the Long Beach Airport apron which drove them to eventual bankruptcy. By 1972, most of the Packets were scrapped and New Frontier had dissolved into history. Confirmed New Frontier C-82s: N6996C (44-23005) N6997C (44-23006) N74046 (44-23008) N6782A Fairchild-Hiller N6998C (44-23009) N74047 (44-23012) N6856A Fairchild-Hiller

N7884C (44-23013) N6887C (44-23015) N74038 (44-23017) N6862A Fairchild-Hiller N4833V (44-23031) N6850A Fairchild-Hiller N74041 (44-23032) N6857A Fairchild-Hiller N6999C (44-23033) N53228 (44-23036) N74042 (44-23037) N4828V (44-23041) N74043 (44-23043) N6769A Fairchild-Hiller N6985C (44-23046) N74048 (44-23052) N74039 (45-57764) N6781A Fairchild-Hiller N5102B (45-57782) N74044 (45-57792) N6845A Fairchild-Hiller N74127 (45-57807) Some Jet-Packets, however , did see an eventful career N6887C was one of the original Jet-Packets, later flew in The Flight of the Phoenix (1965) and then became a flying repair station for StewardDavis. N5102B, N8009E (ex-N5095V) and N9701F continued on for many years in Alaskan service.

` Steward-Davis survived the Jet-Packet saga and has continued in the aeronautical business up to the present day albeit as a completely new company now known as Steward-Davis International specialising in APU 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. They also provided up to five Catalina wrecks and 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 continues through the remaining Jet-Packet survivors in the form of N9701F and N5102B owned by the Hagerstown Aviation Museum. This article represents an ongoing research project by the author. If you have any additional information, photos or questions on Steward-Davis history please contact Simon Beck at: sdbeck@caverock.net.nz

A Special Thank You to the Following Businesses and Organizations:

Atlantic Coast Trailways B&G Industries Bizzy Productions Bowman Development College Park Aviation Museum Craig Paving Delaplaine Foundation Digging & Rigging Discovery Station D.L. George & Son Experimental Aircraft Assoc. Chap. 36 Gadget Media Groh Reality Hagerstown Aircraft Services Hagerstown Regional Airport Hagerstown Washington County Convention & Visitors Bureau Hoxton Agency Keller Stonebraker Insurance Landmark Aviation L. Gregory Crouse Auctioneer Longs Catering Martins Famous Pastry Shoppe Maryland Cracker Barrel Mercersburg Printing National Air & Space Museum National Air Views Nexgen Hobby Northrop Grumman Richard A. Henson Foundation Rider Jet Center State Line Auction Top Flight Airpark Vintage Video Productions Washington County Gaming Commission WJEJ AM Radio Zenith Aviation

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Historic Collection Donated To Museum

Hagerstown aviation historian Kent Mitchell recently donated his extensive collection of aviation photographs, documents and artifacts to the museum. Mr. Mitchells extensive writing on Hagerstown aviation has served to keep the history alive and has been instrumental in the success of the museum. The collection dates from the early Kreider-Reisner Aircraft days to the present. It includes several thousand photographs and negatives, many of which were taken by the donors father, Lyle Mitchell, during his long career working for both Fairchild and Henson Flying Service. Thousands of original documents and hundreds of artifacts are part of this enormous collection and serve as a tremendous boost to the museums ever expanding archives. The museum wishes to offer a special thank you to Mr. Mitchell for the trust and confidence that he has placed in the museum with the donation of his collection. The breadth of what he has compiled and preserved is truly extraordinary and the museum is honored to continue its preservation. This page shows a few examples of the collections photographs.

To Donate Historic Artifacts Call 717-377-3030

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VINTAGE AIRCRAFT & MILITARY VEHICLES ON DISPLAY AT THE HAGERSTOWN FLY-IN OCTOBER 6&7, 2007

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Museum Involves and Inspires Young People

Shannon Raffaniello, a student at Greencastle-Antrim High School, has been a loyal volunteer at museum events. She was working with other volunteers when the C-82 returned to Hagerstown from Wyoming, and the emotion of the event inspired her to compose the following essay: The reason I picked the C-82 was because I got to see the last one that was able to fly land on its last flight. It was very 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 ordered for this plane to be built. This plane was made out of metal due to the availability of aluminum alloys at that time. The C-82 was used to carry troops and weaponry over seas in WWII. Fairchild was the creator of this beautiful piece of engineering. The plane had a very large engineering staff behind it. It also had a second staff in New York. Now, when I had the privilege of climbing into the Packet, I thought it was pretty roomy, but Im sure with soldiers and weaponry it might have been a little crowded. At least the soldiers were kept warm. The Packet is thought to be the first airplane in our country to have an antiicing system. Another good thing was that the plane was strong. It had very large bolts connecting the fuselage of the C-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 was one 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 as much as I do.
are constructed and maintained, and for EAA Chapter 36 to provide the thrill of flying. And all this at the same place on the same day!

Katlin Recabo, a student in the Washington County, Md., school system, chose Hagerstown aviation as her topic for the National History Day competition. Katlin used both primary and secondary sources to compile her narrative document and also her visual project, which won first place at the local middle school level. Young people, often in period clothing, swing and sway at hangar dances. Some would make Fred Astaire proud and others learn on the dance floor. But all have a fun time and guarantee that the great music of that great time is going to be remembered and performed.

Cub Scout pack 103 visited the museum exhibits to learn about local aviation, become acquainted with aircraft and experience some hands-on flying time in the museums interactive Cessna. The fledgling pilots were having so much fun that 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 local EAA Chapter 36 conducts its Young Eagles program. Each year the EAA gives young people the opportunity to experience flight, many for the first time. What better way to excite young people about aviation than for the Hagerstown Aviation Museum to make them aware of aviations rich past, for Hagerstown Aircraft Services to show them how aircraft Youth volunteers provide valuable assistance at museum events, whether they are behind a sales counter, answering visitors questions, setting up displays or cleaning up at the end of the day. These young people develop a sense of commitment and responsibility that benefits both the museum and themselves.

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1940s Hangar Dance October 6th 2007

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A Marine Honored
By Joe Boyle & Dave Verdier
Marines do not retreat, they attack in a different direction Gen. O.P. Smith, USMC, Korea, 1950 On March 18, 2007, the Hagerstown Aviation Museum hosted a reception for members and supporters, the high point of which was the donation of a Fairchild C-119 to the museum by Bob Stanford of Zenith Aviation in Fredericksburg, Virginia. During the program, my wife and I were approached by a trim senior gentleman asking if he could make a few short remarks to our members and guests. It was agreed to allow the gentleman time at the end of the program to speak to the group. As he took the podium, it was apparent that he was ill at ease speaking before several hundred people. He introduced himself as Paul Summers, a former Marine, from a nearby little town, Waynesboro, Pennsylvania. He was a Korean War Vet, a survivor of the famous battle of the Chosin Reservoir in December of 1950. He simply stated that if it had not been for the Flying Boxcars built in Hagerstown, he probably wouldnt be here today. The Marines of the 5th and 7th Marine Regiments, 1st Marine Division and three regiments of the US Army 7th Infantry Division were facing 10 divisions of Chinese Communist forces. Outnumbered at least ten to one, with only meager supplies and low on ammunition, the Marines awaited the next morning, knowing they would be overwhelmed. At first light the morning of the first attack, C-119 Flying Boxcars of the USAF flew over the Marine lines, dropping supplies to the beleaguered US troops and preventing a disaster. Paul Summers remembers: I wont take much of your time, but I was in the 1st Marine division in 1950. Seems like a long time ago. The temperature was fifty below. We were surrounded, outnumbered

fifteen to one by the Chinese. The lieutenant said after the first attack, if we have to fall back during the night, well fall back to the CP, the Command Post. Well make our last stand back there. I didnt quite give up, but it didnt look too good. 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 cant begin to explain how I felt because I didnt think we had a fighting chance until I saw those (C-119s) a beautiful sight. Thanks so much for letting me take up your time. You could have heard a pin drop in that hangar.. Several weeks later, I received a call from my neighbor and Museum supporter, Dave Verdier, who had attended the March 18th event and had heard Paul Summers story. Dave told me that he had encountered a local artist, Larry Selman, at a swing dance and that Larry, who specialized in military art, had completed a painting about the Korean War called Burning the Colors. Dave was very impressed with the painting that depicted the 2nd Engineer Battalion, 8th Army in Korea in the same time frame and in circumstances very similar to those of the Marines at the Chosin Reservoir. Ironically, Larry was from the same little town as Paul Summers but they had never met. A plan began to take shape. I contacted Larry and told him about Paul Summers and the impact that Pauls story had had on the entire crowd at the March 18th affair. I asked if he would sell the Museum a copy of his painting, but Larry volunteered to donate the painting and to have it framed for presentation. I asked 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 Chapter 36 and the Hagerstown Aviation Museum sponsor the Annual Fly-In during October. Maybe this could be the opportunity. At the Museum Executive Board meeting in May, WJEJ, a local radio station, presents a plan to sponsor a Swing Dance as part of the Fly-In, similar to the old USO dances, to celebrate its seventy-fifth year in operation. The Museum and the Washington County Convention and Visitors Bureau agree to be sponsors also, and the dance is on. The theme is A Salute 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 notified and will be there. The eighteen-piece Ray Birely Orchestra is booked. The Washington County Regional Airport Manager, Carolyn Motz, donates the use of the Terminal building. Dave Verdier and his wife, Judy, my wife Janet and a friend, Jeannie Toms do the decorating. Kurtis Meyers and John Seburn arrange for the food, tables and chairs, lighting, etc. Tracey Potter arranges for a fly-by and transport of museum planes for display, antique cars, period military vehicles, etc. The stars 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 several beautiful flybys in his AT-6 Texan. They land, taxi in to the apron, shut down and deplane. The Honor Guard snaps to attention. The vocalist with the band sings the National Anthem. The Museum has its C-82, its two PT-19s and Toms AT-6 on display. There are several WW-2 jeeps on display. The stage is set. Paul Summers and his lady arrive and are seated by the dance floor with Dave and Judy Verdier and several of their friends. Larry Selman arrives dressed in a Class A uniform of 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 several shows on WJEJ and Tom Riford, the Director of the Washington County Convention and Visitors Bureau, come up to make the appropriate remarks and thank the sponsoring groups. The time has come. Tom Riford calls Paul Summers to the bandstand. He calls Larry Selman to the bandstand. I retrieve the picture from its hideaway. Tom tells the story of the Chosin Reservoir to the audience and introduces Paul Summers as a survivor of the Chosin Reservoir battle and of the march to the port of Hungnam. Tom introduces Larry Selman as a local military historian and artist. He accentuates the fact that both men live in the same small town but have never met. I bring the picture, wrapped in plastic, forward. Larry presents the picture to Paul and the wrapping is taken off. A myriad of cameras flash and there is thunderous applause Paul gets to see the picture for the first time. There is not a dry eye in the crowd, including mine. Paul is speechless. All he can stammer is a Thank You. His eyes are not dry either. Semper Fi. Thanks to everyone who helped make this happen! Joe and Dave

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Bus Tour to NASM Udvar-Hazy Center

The museum sponsored bus trip to the National Air & Space Museums UdvarHazy Center at the Dulles Airport took place on August 15, 2007. The trip was a great success and has led to the scheduling of another trip this year as well as one to the original facility in downtown Washington, D.C. A special thanks to Atlantic Coast Trailways for their excellent service and generosity and to General Anderson of NASM for giving us the V.I.P. treatment.

2008 BUS TOURS

NATIONAL AIR & SPACE MUSEUM

Two Bus Trips to the

August 13, 2008 National Mall, Washington, DC $89.00 & College Park Aviation Museum October 29, 2008 Udvar-Hazy Center, Dulles Airport $79.00
Call 717-377-3030 by August 1st for the National Mall and October 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 tours www.HagerstownAviationMuseum.org
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Upcoming Museum Events for 2008

Mark Your Calendar!

M Annual Review useum

8, 2008 MAY 1 0 :0 2 pm
Museu ate m Upd s Speaker ons Don ati t en Rec s p Dis lay Aircraft
rv craft Se own A ir Hagerst

MAY 18th, ANNUAL MUSEUM REVIEW

(Members & General Public Invited) Location: Hagerstown Aircraft Services 2:00pm-4:30pm Refreshments

ices

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-IN
OCTOBER, 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

1940S 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

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34

Original Fairchild 24 photo, Hagerstown Airport, circa 1940

Museum Seeks Flying Fairchild 24

The museum is presently involved in locating aircraft, with the goal of acquiring at least one aircraft representative of each major development in Hagerstowns aviation history. The museum is actively seeking the donation of a flying Fairchild 24 to compliment the museums two donated flying PT -19s. These aircraft will serve as ambassadors at air shows and aviation events, helping to keep alive the heritage of Hagerstowns aviation past. The museum is also seeking the donation of a Fairchild Model 22, C-123 & F-27 for display. If you have or know of any aircraft or artifacts that may relate to the museums mission call 717-377-3030.
C-123 F-27

THE FUTURE...

Building the Boxcar exhibit concept. Illustration by Nick Rotondo

The Hagerstown Aviation Museum plans to locate its main museum on or near the Hagerstown Regional Airport. The facility will house displays including aircraft and historical walk-through exhibits depicting both local Hagerstown aviation history as well as dioramas of aircraft design, development and manufacturing throughout the last century. The museum will be a multi-use facility and will include a large area suitable for a wide range of events.
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Gift Shop
Order Now !

HAGERSTOWN REMEMBERING OUR AVIATION HERITAGE DVD 3 DISC SET

DVD #1: Hagerstown, Maryland, has played a significant role in the history of aviation. For more than eighty years, local men and women designed and built aircraft that made Hagerstown one of the leading centers of aviation manufacturing. Recently discovered images and rare local film footage document the pioneering days of Bellanca, Kreider, Reisner, Fairchild and Henson. See how the massive expansion of Fairchild Aircraft during WWII, the development of the C-119 Flying Boxcar and the world famous A-10 Thunderbolt II shaped the Hagerstown community and the world of aviation. Follow aviation historian Kurtis Meyers on a journey to discover the people, places, planes and events that shaped Hagerstowns aviation heritage. This film preserves a vital part of the communitys aviation history and commemorates the hard work and dedication of those who lived it! DVD #2: Included in this Collectors Edition set is a Bonus DVD of rare, original films of the C123H STOL, F27, Porter, FH1100 helicopter, the A10 Warthog. These promotional films show Fairchilds amazing aircraft in operation and highlight the abilities that made them unique. Interviews with Richard Dick Henson are also included. BONUS CD: Includes the Images Of Flight Screensaver and information about the Hagerstown Aviation Museum and how you can help preserve this aviation heritage. Broadcast on Maryland Public Television (2 DVDS AND 1 CD) $29.95

Fairchild Aircraft embroidered logo. Museum name on back. Tan & Maroon $15.00, Blue & Gold $20.00 Companion book to the documentary. 164 pages. $21.95

FAIRCHILD C-82 PACKET / C-119 FLYING BOXCAR (Aerofax series) by Alwyn T. Lloyd The story of the world famous Fairchild C82 and C-119 Flying Boxcar is presented in this new Aerofax series book. The development, military service and civilian uses are well documented. 8-1/2 x 11", 192 pgs. 250 b/w & color photos plus drawings $36.95

FAIRCHILD-REPUBLIC A/0A-10 WARTHOG - 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. Includes production line photos, technical manual excerpts, and battle damage photos. 100 pgs., 8-1/2 X 11, 150 b/w photos, 4 page color section. $16.95

To order: Call 301-733-8717 or order online at www.HagerstownAviationMuseum.org Or send check or money order plus $5.00 shipping to: Hagerstown Aviation Museum, 14235 Oak Springs Rd. Hagerstown, MD 21742

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NEW BOOK COMING SOON

From the Hagerstown Aviation Museum
IMAGES OF THE HOMEFRONT

HAGERSTOWN
DURING WORLD WAR II

300+ Pages of Photos & Text 1000+ Photographs & Images Most Photos Never-Before-Seen, From Negatives & Original Prints Projected Available Date Summer 2008
For more information visit www.HagerstownAviationMuseum.org Sign 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 Agriculture CIVIL DEFENSE Hagerstown Civil Air Patrol Civil Defense Blackouts Wash County Red Cross MILITARY HOMEFRONT Camp Ritchie Hagerstown Airport Women Service Pilots WAR FUND DRIVES Paulette Goddard Stamp Drive 7th War Loan War Stamp & Bond Sales COMMUNITY 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 1945 EDUCATION Washington County Schools Colored Boys Club National Defense Training Fairchild Defense Training TRANSPORTATION Automobiles Blue Ridge Bus Lines Potomac Edison Trolley Railroads Columbia Air Lines COMMUNITY, RECREATION Auto Dealers Gasoline Stations Restaurants Retail Stores Local Entertainment Hagerstown Horse Races MUCH, MUCH MORE!

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NEW ART PRINT AND MODEL SERIES

HONORS HAGERSTOWNS AVIATION HERITAGE
SUPPORTS THE HAGERSTOWN AVIATION MUSEUM
Artist Landis Whitsel has teamed up with the Hagerstown Aviation Museum to recreate the great aircraft manufactured in Hagerstown over the past ninety years. Through fine art prints and detailed desktop display models the airplane designs from Hagerstowns aviation past come alive in this exclusive Collectors Series. Each installment in the series is limited to two hundred fifty (250) copies. A portion of the proceeds is donated to the museum.

The first in the series of paintings depicts the world famous Fairchild Flying Boxcar airplanes that made Fairchild and Hagerstown famous. The large format GiClee color print depicts both the C-119 and the C-82 flying over the Hagerstown Airport with the Fairchild factory in the background. This beautiful image on archival, acid-free paper is available unframed or fully matted and framed and also signed and numbered by the artist.
PRINT Flying Boxcar Unframed 22x 28 Framed 27x 33 $135.00 $285.00

C-82 FLYING BOXCAR HOMECOMING 2006 COMMERATIVE MODEL The first in the series of desktop display models is the Fairchild C-82 Packet affectionately known as the first Flying Boxcar. The mold for this solid resin cast model was created from an original factory display model of the 1940s. It has a wingspan of 8.5 and is mounted on a black lacquered wooden base with laser engraved silver plaque. It is a truly unique art deco sculpture.
MODEL Fairchild C-82 $95.00 Each

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

Prints and models are individually numbered and available on a first-come-first-serve basis with a total of six different prints and models planned in each series. Models and prints are available for immediate shipment, so order today!

(A portion of the proceeds is donated to the museum)

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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.

Support The New Pegasus magazine by sponsoring a display ad in the next issue! Call 717-377-3030 for more information

Admission
Individuals Children 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 Station at Hagerstown, Inc.

101 West Washington St. Hagerstown, MD 21740

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

RC Airplanes, Helicopters, Cars, Boats, Model Supplies

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JOSEPH R WILSON WILLIAM E WRIGHT

Supporter

Museum Members
Lifetime
CAROLYN ALEXANDER WAYNE E ALTER, JR J M BENCHOFF GENEVIEVE BOOTH DONALD & JONE BOWMAN LINDA R. BRACEY STEVE & RHONDA CHRISTIANO J. ALLEN CLOPPER STAN & CECILIA CRIPPEN GEORGE DELAPLAINE MERLE ELLIOTT PAULINE I FOGLE DAVID FRIEDRICH CLEMENT E GARDINER WALTER GREEN VINCENT R GROH SUZANNE & EDWIN HAYES CHESTER B KAUFFMAN MARILYN & FRANK LAMM JIM MARTIN JAYE I MEYERS LINDA D MEYERS KENT MITCHELL ELEANORA E POFFENBERGER TOM RIFORD NICK & SUSAN ROTONDO DALE & CAROLYN SEBURN ELOISE T SHAFFER JOHN & FRAN SHORE CHARLES SHUE ROBERT STANFORD WATSON C STONER ARMAND J THIEBLOT ROBERT J THIEBLOT SAM & JANET VENNERI JOHN M WALTERSDORF

Benefactor
SAMUEL & LOIS SHOEMAKER

Leader
WAYNE J GLEASON JACQUES G HAGER DANIEL A KING, JR EDWARD J MANUEL DOUGLASS C REED MURRAY Q SMITH

TED BAUER DAVIS L BAUGHMAN NORMAN W BIRZER CAROLE S BRAKE CARL S. BUSEY DAVID A CHURCHILL JAMES, DAVID, JOSEPH CROCKETT JOE L DENEST STEVE DRAGER MILDRED DUKE ROBERT R ENTERLINE LAWRENCE M FRENCH EUGENE S. HAINES JEROME K HARNESS AUDREY W HARRELL VIVIAN K HYDE DAVID B JOHNSON WILLIAM H JUSTICE JAMES G KELLER LAURA M KLINE WILLIAM F LEPORE JAMES A MATUS ARTHUR McARTHUR III WILEY R McCOY WILLIAM H McLEAN,SR RICHARD D McNEAL WALLACE J MORAN ROBERT L MORELLI SUZANNE B OLLRY JACK M PHILLIPS ARTHUR F PITTENGER CREIGHTON R PROPPS HOWARD W REYNOLDS CONNIE & DONALD RICHARDSON STEVEN C ROTH RICHARD H SHEARMAN DONALD H SMITH, JR GARY W SPICKLER JOSEPH ST. GEORGES ALAN F STONEBRAKER ANNETTE STONEBRAKER-JOHNSON CHARLENE E STONER JOHN L TAYLOR NELSON C TILLOU STAN & DONNA TISSUE GARY A VAN FAROWE RICHARD VAN IDERSTYNE PAUL WARFIELD PHILIP WAY MICHAEL E ZAMECKI

OLIVER R GOETZ MARSHALL GRUBER JAMES E HAUBER LLOYD A HAYNER COLIN F HEEFNER ALLEN S HENNINGER EUGENE R HORNBAKER WILLIAM HUBBELL BARRY C HUNT ROBERT S KEFAUVER SHIRLEY A LOGUE DONALD LUCAS CHARLES E MOORE RICHARD E MYERS EUGENE E NABORS GARY L NICOLA MAXINE M PALMER THOMAS A PARADIS PETE'S TAVERN JOHN & CAROLYN POFFENBERGER EVERETT POTTER ROBERT & BETTY REYNOLDS STOYAN & NANCY RUSSELL LOUISE C SNURR SUSAN H SNYDER DONALD L SPICKLER THOMAS B STONEBRAKER JAMES P WALSH LANDIS B WHITSEL D RUSSELL WILLIAMS FRANK & SUANNE WOODRING RB AERO

Individual
JOHN & JEAN ACKER LEWIS E ANDERSON DAVID & GRACE ANDREWS CHARLES W ARTMAN JOHN E BARGER JOHN T BAUGH III HOWARD A BAXTER SIMON BECK KAREN BERGER HUBER BOCK, JR LEONARD E BONKER RICHARD C BOWMAN DAVID L BRAGUNIER CHARLES A BROWN ROBERT F BURLESON DONALD F CARTY BUZZ & BONNIE CHARLES JAMES A CHYBICKI GERALD E COHEN SHIRLEY R COLE MICHAEL V CORAGGIO GERALD G COULTER PETER L COUSINS RICHARD W CURRIE WILLIAM M CURTIS III MEREDITH E DARLINGTON SUSAN A DAVIES GREG DAVIS VERNON B DOWNEY JOHN W EASTON CHARLES D EBERSOLE GERALD F ELLIS ROBERT ETTER JACK E EVANS JR. STEPHEN R FARROW CHARLES L FAZENBAKER JOHN C FRYE LARRY FUNK MARY ELLEN GALE MILAN GLUMAC FRANK E GOCHENAHER EUGENE S GOETZ IRVIN F GOLDEN ROD GRAHAM JOHN P GRATZ FRED GREGORY WILLIAM A GUENON CHRIS GUNTHER DONIS B HAMILTON WILBER R HARRIS HAROLD K HARVELL

Contributor
JEAN & LANNY AMBROSE FRANK M ARTZ AUDREY C ASBURY LOUIS L BARNES SYLVIA S BARNHART CHARLES J BATT RICHARD BAUMBAUGH CHARLES W. BERT RAYMOND D BOTTOM LESTER L BURGER JR. ROBERT N CARHART CHARLES K CLOPPER ARNOLD D CRAMER NEDSON M CRAWFORD MAX & NANCY CREAGER CATHERINE G CRIDER HARRY E DAVELER WILLIAM C DENNISON STEVE DIEDRICH FRANCES M DIEHL REG & SHIRLEY DILLER ALLEN W DITTO CLIFTON & CHERYL DIXON, JR., & DUKE LELAND E ENGEL JOHN H FIX, SR JOHN H GARROTT, SR

Patron
EDWARD S BISHOP JR. WILLIAM C BUTLER MARK S CATHERMAN ROBERT S. COCHRAN ROY D EBERSOLE CHARLES I GALLAGHER SHELLY H KAMPE ZANE KISER GEORGE F KNODE, JR WAYNE & MARY ANN KRINER J. CARL LLEWELLYN STANLEY A MILLER DOUG MILLS SCOTT R PADDACK CAROL A RAFFANIELLO JOHN S RAY, JR ALAN & LAURA REICHERT WILLIAM & BETTY LOU RINN JAMES S SHOWERS WAYNE & MARY SOURS

RICHARD J HAWLEY ROLAND G HEBB WILLIAM D HECKMAN DONALD C HEGEBARTH JOSEPH D HEGGEN JOHN R HERRERA MARLIN HORST RICK L HOSE J CHRISTOPHER JONES JOHN L KASTIEN MICHAEL P KELLY DAVID M KING GREG KLINE LARRY KNECHTEL JAMES M LANDIS JR CATHY LANE CAROLE M LEIBOLDT TIMOTHY W LEIBOLDT VIRGINIA R LEITER ROBERT D LOGAN R BURCH LOVELY DOUGLAS J LUNDGREN MARGARET K MACDONALD WILLARD C MACFARLAND TIM MANAHAN HAROLD G MARTIN JAMES L MARTIN FRANK J MATASCI MARY J MATTAX MERTON A MEADE, JR JAMES A MILLS WILLIAM BILLY MITCHELL DARYL D MONROE CHARLES C MUELLER PAUL E MUMMERT PAUL V MYERS JOAN E OKEEFE ANN & DON PELLEGRENO ANDREW PICKENS ARNOLD D POTTER JAMES F POWERS,SR DAVID A RAYMER GLENN S REA, JR RICHARD F REICH JAMES L RICE LOUISE S RIDER ALBERT A ROBERTS, JR HAROLD G SCHECK DONALD L SHANK NEVIN & SHERRY SHORT CATHERINE A SKAGGS SAMUEL V SMITH KEVIN C SPESSARD, SR STANLEY L STILES DORIS E STONEBRAKER KEVIN & GLADYS SULLIVAN ROBERT L TAYLOR SIDNEY R THOMPSON RICHARD H TROXELL F DEAN TRUAX KENNETH TYSON DAVE VERDIER CHARLES A VERGERS GERALD L WALBRUN GEORGE E WAMPLER EDWARD C WEGNER MARTIN L WELLER WAYNE L WENTZ D EARL WOLF, JR KENNETH W WOLFF DONVAN E WOLFORD EDGAR A WOODS VIRGIL E WYKE JOHN H YOUNG DAVID G ZWOLAK

BECOME A MUSEUM MEMBER TODAY!

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Museum Membership Form

Name:______________________ Date:______ Company:______________________________ Street:______________________ City:_________________________ State:_____ Zip:________ Phone:___________________ Email:___________________________
FREE DVD WITH MEMBERSHIP!
See and hear the people and the planes from the exciting stories in The New Pegasus magazine. See the last flight of the C-82, witness the donation of the C-119 Flying Boxcar and see other aircraft donated to the museum! 98 minute DVD and New Pegasus magazine subscription are included with your membership. Request The New Pegasus for a friend:

Annual Membership Levels

___ ___ ___ ___ ___ ___
Individual Contributor Supporter Patron Leader Benefactor $30 $50 $100 $200 $500 $1000 or more

Make Checks Payable to:

HAGERSTOWN AVIATION MUSEUM 14235 Oak Springs Rd Hagerstown MD 21742 717-377-3030

Name___________________________________ Street___________________________________ City__________________ State___Zip________

My interest in Hagerstowns aviation history is:______________________________________________________________________________________________________ _______________________________________________________________________________________________________ _______________________________________________________________________________________________________ The Hagerstown Aviation Museum, Inc. is a 501C3 non-profit corporation The New Pegasus, No. 4 2008

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