Look Out, Lindbergh - Here I Come Edit
September 1, 1930 in Flying magazine
A recent photograph of Eddie Schneider with his Cessna. Eddie's winning smile has won him many friends among flyers.
Look Out, Lindbergh - Here I Come by Eddie Schneider as told to Mary Bell Dann. I choose flying as a career and bump into some funny things. I recently flew more than twelve thousand miles in a little over a month, through rain, fog, wind and snow, over mountains, cities and deserts, in a three-year-old, second-hand airplane that had already traveled some five hundred thousand miles. During that time I never was very late for an appointment or put a single scratch on myself. And considering that I am hardly an expert pilot at nineteen years of age, I knew that these statements must prove something about modern commercial aviation. But what? Being pretty close to the picture, it in hard for me to see, but It does seem that it would show that aviation is for young people as well as the older and wiser generation. In fact, in New Jersey, a boy can get his pilot's license two years before he can get his driver's license. So this is aimed at the youngsters, hoping they won't take it too seriously, and those who have arrived at years of discretion, first as pure amusement because some darned funny and interesting things can happen in aviation and second, there is a concealed missionary purpose, to show that aviation has arrived as an industry. Not that it has much bearing on the story, but because people are always asking me, my name is really Eddie: I was christened that way. It isn't very dressy, but it serves the purpose. As for background, my grandfather was some kind of Scandinavian royalty and was thrown out of it for marrying a peasant girl. Dad had a butcher shop in Jersey City. The first time I was in the air was in Germany, from Hamburg to Hanover. My sister Alice was kind of nervous and decided she didn't want to make the flight after all and started to open the door to get out, not knowing that we had taken off and were in level flight. She changed her mind, you bet, and because there was so little motion she got to like it. Dad said, when he stepped out at the airdrome, that he wished he could always travel that way. We had had to coax him hard to get him to fly in the first place. Right then I did some planning. I wanted to learn to fly a ship more than anything I had ever wanted to do in my life, but several months went by, and in the meantime I went back to work in the bank, before I was able to do anything about taking up what I hoped would be my life work. The idea stuck and one Sunday night I went out to Roosevelt Field to find out all I could about it. We have Sunday dinner late in our house and it is a good two and a half hour trip by tube and train, although you can make it in few minutes by air. It was dark when I got there and they were just about to close up for the night when I arrived. I guess they thought I was having a brainstorm by the way I came madly dashing up and asked rapid questions. They didn't take me quite seriously as a prospective student and just merely tolerated me. I fooled them. Two days later I was back again and ready to fly. Bill Ulbrich took me up over the cemetery in Westbury and pointed down, saying. "See that place? Well, you will be there if you touch the controls," and had a piece of iron pipe in his hand to enforce what he said. I don't blame him for not wanting me to monkey with the controls before I knew what it was all about, but the remark seems funny in this day of teaching you to fly by applied psychology. Then he gave me the works, loops, barrel rolls, in fact at that time I had no idea what I was getting. At the end of twenty minutes of stunting he told me to take the controls and keep the nose of the ship going straight and on the horizon in level flight. I did my best, but it was hard because I was dizzy from all the unaccustomed motions. I liked and didn't like it, but was back the next day for more. I didn't want to drag out my period of instruction, but to go through in a hurry. Aviation was beginning to skyrocket. Everyone was interested and there was lots of activity on the field, but not much system, and there was still a good deal of war surplus junk around. One piece they hadn't gotten rid of yet was an old Tommy Horn scout plane. One day a pilot who hadn't flown in about a year took it up and after circling the field a few times made a perfect landing - about feet 50 up. After that ha came down quickly and as the ship hit the ground the old rotary Le-Rhone motor kept right on spinning across the field. The wings folded up like those of a tired pigeon and the fuselage broke in three places and bent up like an old broken-down donkey. The wheels went up over the head of the pilot, who looked alarmed, but wasn't hurt. I learned something every day. Soon after I had started there a mechanic named Porter was cranking an OX Travel Air and forgot to look at the throttle to make sure it was closed. It was unfortunately half open and the minute the engine caught hold the ship started chasing him. I grabbed a wing tip, but that made it go in circles. The mechanic was too rattled to think about heading straight out, and kept just a few steps ahead of the whirling prop. Of course, it could have been a serious affair, but I can remember how funny he looked with a greasy rag that was half out of his pocket, streaming right out straight behind him and the prop almost catching it. He was swearing so hard and fast that that cut down his speed too. We would probably still be running around in circles if dear old Bill Ulbrich hadn't jumped in to cut the switch. My solo was just another solo. Bill climbed out and neither of us noticed that a landing gear strut was broken. Nothing gave way, though. I must have made my first good landings that day. Soon after I had made my solo flight another fellow, I don't know his name, as he was never called anything but the Great Dane on the field, was about to go up for his solo flight. The inspector told him to make a spot landing, that is, to come to a dead stop at a given point. Where? Oh, right where the inspector was standing then. He was very nervous about making an accurate landing and thought of nothing else. The inspector forgot all about it and stayed right whore he was. The first thing he knew the student had circled the field and was about to sit down on top of him. The student couldn't see the inspector on account of the engine out front being in his way and the inspector was too petrified to move for a minute. Then he hopped out of the way and immediately there was a wing where he had been. He was refused his license and couldn't apply for another for ninety days, which seem quite fair. They were trying to teach us safety and I don't doubt that we were a wild lot, and needed it. One day a fellow overshot the old Roosevelt Field and, passing over the gully between the two, came in at Curtiss Field, a mile away. Another boy came in so fast downwind that he had to hook a wing around a telegraph pole and spin around to slow down. Strange enough, he didn't hurt either himself or the ship, but they grounded him for two weeks as a lesson in caution in watching the wind direction. They had initiated me when I arrived at the field, so when the next new student, a big Irishman named Meighan, came I was ready to give him his. He was about to step in the ship for his first flight when I went around front and began inspecting the prop very critically. He was, of course, interested in what seemed to be troubling me. I said I didn't think hw ought to in the crate until someone got some more prop wash. He was off in a minute to see if he could find some. Prop wash is the name for the blast of air sent back by the whirling propeller. He want in the nearest hangar and asked for it. The guy in there knew it was as joke ans told him he couldn't have any without getting a requisition for it, so off he went down to the office. They must have smiled when they wrote it out, but he never caught on. Back he went to the hangar and the name fellow gave him a bucket to get it in and made believe to look for it and then he said he guessed there wasn't any left and that Melghan had better go down to Curtiss Field for it. So he hopped in his car and tried all the shops and hangars there. In the last one a mechanic told him to stand by the tail of a ship that was on the line while he started the motor and catch all the prop wash he could in his pail. When it all was explained to him and he had to come back with a bucket of air he surely wanted my scalp. One student soloed, was passed by the Department of Commerce, and bought. an old OX Travel Air. An OX is a wartime motor and hardly very reliable. He flew the ship until one day the motor conked on him and he was lucky enough to get down on a farm okay. He couldn't get out again even when he fixed his motor on account of trees on three sides of the field and a brick wall on the fourth. We all told him the best thing to do was to take the wings off and tow her over to a bigger field and take off there. He said no, she was rigged just right and he didn't want to mess with her. So he got an estimate on how much it would cost to rebuild the wall if he took it down. It was about three hundred dollars. He decided to take the bricks down himself and spent ten days doing it. He made an aperture several feet wider than his wing span. when he finally got in his ship to take off through the opening he had made he was so nervous that he ground looped the ship and headed straight for the part where the bricks were still standing. Tho farmer made him pay for the wall, you bet, and the ship was a total write-off. However, it was not only student pilots who made odd landings. Roger Williams at that time had been flying four or five years, but hadn't got the Transatlantic bug yet. This particular Sunday when there was a large crowd at the field he thought he would make such a short, landing that he would astound everybody at his ability to set a ship down on a small space. He did just that thing, only on the hangar roof. He would have passed over it neatly if a sudden up current hadn't shot his tail up, and the sume thing happened as if you lifted up on one end of a seesaw, the nose went down. Jenny left both of her wings on the roof and Roger, awfully sore, went off muttering about his helluva fine landing. There was another peculiar crackup when Emil Burgin was through using the Exclamation Point for refueling the Tree Musketeers and the Fokker was sold to someone who couldn't fly worth a darn. He started to land into the wind all right, but thinking he was going too fast, he began banking. When the wheels hit the ground he was crosswind and by the time he had lost most of his speed he was going downwind. Then he hit a series of bumps and the last one bounced him right over on his back. Newspaper photographers flocked all around shooting pictures and mechanics threw a rope over the tail to hoist the ship back right aide up again, and all this time no one had even thought about the pilot. I looked in and he was sitting in the cabin looking sort of puzzled-like. Even Bill, my instructor, had his forced landing down in Georgia. The only clear space was directly in front of a house, so he sat down there and didn't stop rolling until he was right up to the front porch. An old colored woman ran out the back door shouting. "Lawd, deliver me." He stayed in that town three weeks, but he never did see her again. With the kind of equipment they flew you wonder how there were relatively so few washouts. Most of the accidents were just comical, nobody ever seemed to be hurt. A hard landing in those days would scatter a ship with wooden longerons all over the field, whereas the same landing in an modern ship with good shock gear and steel tubing framework will just do a good healthy bounce. In the meantime I had learned to fly - somewhat. I could got around all right without doing any great, damage to the ship or myself, but I had not enough hours to be doing passenger hauling and hadn't the money to buy additional time. So I took up with the American Air Express as a grease monkey to help in washing down ships and doing general engine work. I found out a good many things about motors I was glad to know later on. Bud Clarke must have been crazy when he organized the outfit. His men weren't filers and naturally weren't much of a success at running it. They must have sunk about fifty thousand dollars in the proposition with buying a Loening and the Stearman that Bud cracked up four times, and all the necessary equipment. They barnstormed at Rye for a while and then petered out. Buddy got three baths in one day at New London the day of the Harvard Yale regatta and nobody could hate salt water worse than he does. He was celebrating because Yale won and he went to Yale. He had been anchored in the river and in taking off forgot the anchor rope. He was just over a motor boat when his rope tightened and he dove in. The floats hit the roof of the launch and sheared it off. A fellow inside who had bent over to the engine stood up and found he had nothing but sky over him. The men on a Coast Guard cutter helped him hoist his plane onto the davit of their boat. Buddy had forgotten something he needed and leaned over the side of the cutter to reach into the cockpit to get it when a swell coming down the river rocked the boat, and Buddy went on over. He managed to dry off somewhat and promoted himself a ride into New London in a speedboat. On the way the engine went dead and he volunteered to crawl out forward to see where the trouble was. As he reached the bow a “big ocean liner" as he called it, probably an excursion boat, passed and tho bow of the speedboat buried itself in the wake and rose again. Buddy came up separately. The first thing the Swede who was running the boat asked was, "Did you fix the engine?" I had wanted a ship that I could fly around in whenever I wanted, but not having too much money, I couldn't think very seriously about it. When I did get one it was quite accidental how it came about. I was over in John Hay Whitney's hangar, talking to his mechanic, Carl Schneider, not a relative of mine, but a good friend, when Whitney's secretary, Edgar Woodhams, came in. We got to talking and he told me that he had flown during the war. He went on to say that he was doing a lot of traveling on business. The idea popped into my head that he might better be flying and I told him so: that he would spend lwss time than going by train and that new ships were much safer than those in which he had flown during the war. He said there was some sense to what I had told him and that he would think over the possibilities of using air transportation in his business. A week later he was back saying he had decided to got a ship of his own. I knew of a Spartan for sale over in Westfield, so I went over and picked it up and made him a demonstration. I don't know anything about salesmanship, but I gave him the ride of his life. He bought it and took me on as pilot. We went places and I worked in some cross-country and night-flying experience, but mostly I was giving him instruction, as he done any flying in over ten years and he had lost all sense of it. I was seventeen and he was a mere child of forty-six. I'll say I learned more about flying by teaching him than I did by doing it myself. Carl Schneider had also had some work during the war, but he was as rusty as Woodhams. I soloed both of them, although I had less than sixty hours myself. No other instructors other than those of Roosevelt School are allowed to use Roosevelt Field, so we did our flying over at the Aviation Country Club field in Hicksville, an Whitney is a member there. I'll never forget one thing I saw at Hicksville. You will probably remember reading in the papers that certain members of the New York police force were detailed to aviation work. One of the cops was over at Hicksville to practice deadstick landings away from the traffic at Roosevelt. He made a nice three-point landing with his motor off. The ship didn't roll far on the ground and he got out to crank it in order to taxi over to where he could take off again. But he forgot that he cut his motor by the switch and that the gas was still full on. When the engine caught the plane plunged at him. He ducked under the wing and tail as they went over him and then realized that the ship was liable to wind itself up in something, so off he went after it. It was quite a sight. Most of the cops were about equally successful as aviators. I've heard it explained that their feet were too big for the rudder pedals. Another day we had quite some excitement when Woodhams came out to the hangar with about two hundred thousand dollars worth of diamonds in his pocket and proceeded to lose them. He was taking them to John Hay from a jeweler so that he could select one for the ring for his fiancee. I don't know why the jeweler let him cart them away in the old tobacco sack like Bull Durham comes in, but let me tell you that there was a mad scramble until they were found. Woodhams wasn't very much perturbed, he said they weren't good enough stone anyway and in the end they didn't use any of them. The Spartan was built well enough, but she had a foreign motor, the Walters, which is built in Czechoslovakia, that did not have the power necessary for the ship. She would just sort of stagger up into the air and you were never quite sure she would make it although in the air she was sweet running. Then, too, the landing gear wasn't strong enough and would fold up. I'm not denying' that Carl and I didn't use her hard. They give it out that the Spartan won't spin. They mean she won't fall into an involuntary spin, but Carl and I wanted to see just what was what. We were up around a thousand feet. playing around and he put her in a vertical bank and then gave her bottom rudder and top aileron. We made three turns with the power on. Carl let go of the controls and she brought herself out easily, but we were right above the tree tops around the polo field. We washed out a wing panel and smashed a prop that we had borrowed from the Siemens-Haske man. and didn't know until we had ruined it that he had borrowed it from someone else, who had it loaned to him by someone who had borrowed it from Thea Rasche, who in tho meantime had gone back to Germany. It was terribly complicated and I don't know if it ever was ever straightened out. We painted the ship red and sold it. I found myself minus I job. I didn't, have time enough for my transport ticket and real airline work, so took what I could get, even if it was test-flying. The insurance people say it is dangerous. I am inclined to agree with them. Anyway the unforeseen can be relied on to happen. It came about this way: a man in the wicker furniture business came to the conclusion that a Jennie's wings were no marvel of efficiency. Ww all knew that. The only difference was that he did something about it. He persuaded the Sikorsky factory which makes a good wing, to build one for Jenny that would take the place of both her old ones. By changing her from a biplane to a monoplane he hoped to change all the performance characteristics. He was right. She climbed like no one had ever seen a Jenny climb before. She was fast. She was controllable with one finger now where you had to fight her with two hands before. I liked her fine until I tried a whipstall. There was a crack and a bang and she shuddered all over. So did I. I worked all the controls and found them to be still operative. I worked up nerve to try the same maneuver again. The name splintering, crashing noise came again. That was plenty for me and I came down without delay. The moment the wheels hit the ground something struck me in the back of the head. It was the door to the tool compartment, which no one had told me was loose. Why it didn't strike my head when it open in the air I don't know. The old crate in still over at the field though and people come over on Sunday and try to figure out what brand of airplane it is. If I am going to do any more test-flying I would just as soon do it on new planes. I always felt sorry for Charlie Levine. He had a hangar on the field, too, but no one took him seriously. Them are unpleasant things that can be said about him, as there can be about most anybody. But it took a heck of a lot of nerve for him to go across and you have got to admit that. And he did a good deal for aviation if spending money on it counts. He had heard a lot about the ability of a group of French engineers and set them set out to design the Uncle Sam. He incidentally let himself in for a gypping. It cost him a half million dollars before he was through with them. There are, as most people know. different wing curves. Some are best for speed, others for climb and others for general efficiency. So it in not unusual for a fine plane to embody several curves. But the Uncle Sam employed eighteen in each wing and quite a few in the fuselage, making it difficult and very costly of construction. Most airplane builders use standard pans in many places on their machine, but everything that went into the Uncle Sam was made for that job alone. When it was finished it was a huge, heavy plane, supposed to be suitable for carrying a great load for na long distance. But there wasn't a pilot who cared to fly it. Charlie Levine wanted Bill Stultz to fly it, but Bill didn't act interested at all as he was only offered a hundred dollars to do it. Bill could act very independent and did, and he wouldn't leave the ground in it for less than a thousand. Charlie pleaded and argued but he didn't get any place. The next day he came back and said a thousand was all right. Bill wouldn't do it until he had a check. Levine gave him a check. No, it had to be certified before he would accept it. By that time it was too Inte to take it to the bank to have it certified and then had to wait until the next day. Bill finally deposited the money in his account and then took it up. He was in the air just six minutes and you could tell by the way he didn't do much with her. He came down and Levine was wild. He didn't consider that the ship had been properly tested. But. Bill had seen all he wanted of it and was frank about saying so. Levine asked him if there were any changes he would advise making and Bill said, "Yes, put some more gas in the tanks and touch a match to it." I guess the way of progress is full of heartbreak like that. Next month Eddie tells us of his coast-to-coast trip which broke the Junior Transcontinental Record. Don't fail to read this interesting account.
I Break a Record and have a Swell Time BesidesEdit
October 1, 1930 in Flying magazine I Break a Record and have a Swell Time Besides by Eddie Schneider as told to Mary Bell Dann. Random notes on a two-way trip across the continent. From the beginning I had wanted to do something with my flying. Just being able to go up in the air and come down at the same spot wasn't very exciting. Airplanes are for going places quickly, safely and comfortably. I don't know why, but my longing had always been to go to the West Coast. First, because I had never been there, and then for various reasons you fly over all sorts of country on the way, and it is the best way to see the country. Then that is the longest distance you can go without hitting foreign country. Frank Goldsborough had made the old junior transcontinental record. Frank was killed in a very unfortunate and peculiar accident. When he returned from his cross-country flight he was touring around, got into had weather and landed in a low tree. His companion got out all right and so did Frank when a very strange thing happened. His reserve tank, which he carried under the ship fell and struck him in the head. It was the sort of thing that wouldn't happen once in a million times, but the average person never stopped to think that out. The idea got around that it wasn't safe for young fellows and girls to fly. Frank had believed in aviation for boys and girls of high school and college age as the greatest of sports. I wanted to prove he was right and be able to give people something to talk about in connection with junior aviation besides Frank's tough luck. Those ideas were all in the back of my mind, but I hadn't bean able to do anything about them. Then one day I went over to the Westfield Airport where Charlie Dann was and got to talking it over with him - I wished I had money to buy a ship. He was already sold on the idea of young fellows being in the air and had more young fellows at his school than at any other school in the country. We got thinking it over and he suggested that I get some of my friends to form a corporation to buy a half interest in a Cessna he had at his field. It was a cabin ship and the average passenger prefers to ride in an open ship for a short hop and it was too advanced for student training. It was cheap, the total purchase price would be less than half of the real value of the ship and it was in good shape. I knew it was a fast ship because I had followed in the papers when it raced and brought back cups from the different air meets it went in. Then Dad came across and backed me to the half interest in the ship. I could buy the other half interest when I got back with any prize money or advertising checks I received. It was a lucky break. Things began to happen with lightning-like rapidity. I took title around the tenth of August and was off the fourteenth. The reason for this was that the National Air Races were on during the last week in August in Chicago and I wanted to be there. I had two hours time in the ship before I headed west. There were many details to attend to, the engine had to be checked, there wasn't time for an overhaul and the boys at the field worked cheerfully until all hours of the night helping me. We didn't do any special streamlining to add to the top speed of the ship although I bet we could add an easy ten miles an hour by putting pants over the wheels and a cowling over the motor. It was just an ordinary commercial ship and I was glad I could help tell more folks that Papa Cessna builds an honest ship with remarkably clean lines and speed without the doo-dads. We didn't install any special instruments either. We had the ones checked that were in there. The instrument company's man swung the compass for accuracy before we put the extra cans of gasoline aboard. First I bought a map of the whole United States and laid out on it what seemed to be the best course. I had it beside me at Valley Stream one day just before starting and Frank Hawks looked at it. "Hey, you, where did you get my map?" He was getting ready for his coast to coast flight. Strange thing, we had each laid out a practically identical route. The next stop was to buy state maps, sort them out in the proper order and layout my course on those. Charlie Dann said that wasn't enough, he must have had a hunch about what was going to happen to my compass, so that last night, after we all left the hangar at midnight after throwing in tools, a spare wheel and a bottle of coffee so that I could got right off as soon as dawn broke the next morning, I went to bed and sat up with the maps. In the morning he handed me a log of points measured on the map with a table of how long it would take to get from point to point. In this way I could always know where I was without a compass, by the rivers, mountains, cities and other prominent landmarks. I wasn't waiting for perfect weather because there wouldn't be much aviation if it were all fair day and tail wind flying. All I asked was a little ceiling near Bellefonte where the mountains are apt to be a little too chummy with the clouds. The report indicated a rising ceiling over Bellefonte, which later turned out to be a lot of bologna . It wasn't quite light yet when I got out to the field that morning, but the reporters and men who operated the sound trucks were already there, as most of them had slept at the or in Rahway, the nearest town. They took pictures and asked me to speak. I couldn't think of anything to say. I was much more anxious to be up and off. People kept thrusting letters and charms on me until my pockets were bulging with junk. Imagine how silly it would seem if you were starting on an automobile trip and fond friends and relatives insisted that unless you took all of this along the trip was bound to be a failure. A fellow at Roosevelt handed me a little teddy bear, my aunt gave a crucifix, my sister put the first ring my mother ever wore into my keeping, Smitty told mo to take along a supposed to be lucky Cuban half dollar and his pocket watch and the Danns thought their tiny green stone monkey might help. The ship had been warming up and Sarge, the head mechanic, was at last satisfied with it. So I started off down the runway. I felt one wheel bind slightly, there must have been some grit in there as he had the wheels off greasing them the night before, so I changed over abruptly to the runway that meets the one I started on at an angle. There was some crosswind then that took the weight off the ship off that wheel until she got into the air. We named the ship the Kangaroo, because we hoped I could get to California in a couple of jumps. I left the field at five fifty-five and the weather grew increasingly soupy. It was still early in the morning when I found a hole in the thick stuff and began to look for a resting place. With a compass that didn't work and being unable to distinguish a railroad from a river from the air I had a perfectly swell chance of losing myself, which would add up my flying hours. I saw a nice even wheat field and landed there. The farmer didn't appear to resent my intrusion but started to talk. "I seen you circling around and the woman and kids ran in the house scared. but I watched you." Big, brave farmer! "I always did want to see one of these here airplanes light, I been wanting tuh go down to Altoona and take the family, but is a long drive, nigh onto thirty mile and we ain't been yet, but I reckon we have to go now." They gave me lunch and were very friendly. The weather started to clear and I was eager to be off so I had the farmer sign a paper telling what time I landed and what time I took off. This would seem to be as appropriate time as another for me to wish aloud for an airport in every town. I had expected to be in Columbus in four hours and a half after leaving Westfield, New Jersey. No reports came through over the press wires about my arriving there and people got kind of worried. I had sent a telegram to Charlie Dann telling him why I won't going through, but he had been up all night working on my navigation and had gone home to bed when I left the field. They didn't want to call him because he was so tired and the contents of the message weren't known. He didn't come to until in the afternoon and then I was six and a half hours overdue at Columbus. I am sorry it gave anyone any concern, because I was enjoying myself. I got kind of still in the front cockpit. but it was a thrill to be in the act of doing what I had always wanted to do most. A combination of fog and darkness made further travel impossible for that night, as I was off the regular mail route which has the beacons, as I making as near a beeline as I could. Before I took off the next morning from Altoona an Army pilot come back for the third time after traveling in circles. The flat lands of the central states were to fly over and until I came to El Dorado, twenty miles east of Wichita, every little thing was just humming along. I was running out of gas or I could have flown over a sand storm that came along. It began with a strong wind, then there was a blast of sand, more wind and then a thunderstorm. It was the time I had seen ball lightning bouncing along telegraph wires, as though the burning spheres were basketballs. There was a flying field there, but you would never know it was one. I was the only one on the field, it came too quickly for me to take the plane down and the only way to keep the plane from blowing away was to sit on the tail, which didn't improve my personal appearance any, as I came into the Wichita airport covered with red mud. At first they just stared at me then Pop Cessna gave me a bawling out for coming in after dark and guessing where the lay. I had a general idea of the direction and distance, having out once before to take delivery on a Stearman. They were at work early the next morning, removing the wing so they could install a big tank for extra gas. This stunt of carrying five gallon cans was not hot as the weight shifted and the heat of the cabin sent the corks popping with expanding vapors. Then if I hit a bump a jet of gas went shooting up. I didn't like the fumes or fighting with the stoppers and was glad to see the tank go in, although it is hard to forgive them for putting the tank in on top of my spare wheel, which I could't get at when I needed it without taking the whole wing off. The tank was much too big to go through any of tho doors or windows so they lowered it through the roof. While they were fixing it, Clyde Cessna let me try his new little powered glider. Clyde had just soloed for the first time with ordinary controls. In the early days each man taught himself to fly in a machine of his own design. In his machine the controls were reversed and until then he had always had the controls reversed on his own personnel ship. The powered glider was fun to fly. so I looped it and rolled it. When I got down Clyde's hair was standing right up straight. They forgot to tell me that no Approved Type Certificate had been issued for it yet and no one knew what it would or would not do, being still in the experimental stages. I left slightly after noon and altered my course to the southward. As soon as I entered New Mexico, I had to dodge one thunderstorm after the other which wasted the gas and added to my flying time. I landed on a high mesa with no vegetation on it except low bushes and rolling tumbleweed. From out of everywhere and nowhere came hordes of Indians. They must have lived nearby on a reservation and I never saw one of them who had any thought of working. All they have to do is around in old broken down Ford cars, about ten to a car, draped on the fenders, the hood, and the folded top. When they wanted to start the cars, it never occurred to them to start them with the starter or to use the crank that swung out front. Everyone would pile onto the car that they wanted to start and shove. Their clothes were cut like ours but made of the dizziest colors you can imagine, mostly reds and yellows. Only one of them spoke any English and he not much. He managed to convey to me that it was the first airplane they had ever seen. When they went by in the air they had always thought they wore big birds. Soon they discovered the ailerons, the movable control surfaces on the wing tips, and were convinced that the plane flapped them to fly. Then one of the men bumped into the rudder and shouted to the rest of them to come over to wiggle it. My English speaking friend remarked deep in thought, “Bird no have him." The flippers were the next discovery of moment. If anyone thinks of Indians as big quiet, impassive individual: he should have hward the babble that crowd made when they were exploring the flippers. Again I heard, "Bird no him." "What make him go?" I pointed to the propeller. "Me no believe, keep um white man cool?" The tank in the back was the next and the word got around that it contained firewater. What a noise! I told the one that it was gasoline and that it made the big bird go tho same as it did their Fords. Another "Me no believe." He was skeptical about everything. I opened a valve and wet my finger with it. "Me believe" which was immediately translated into Indian, “ZXCVBNMASDFGHJKL." They went off at sundown leaving me alone on the mesa. It was a strange feeling. I didn't know any place could be so lonely or any sunset so gorgeous. There was about every color in the world in it. I don't wonder people get nutty about the west. Sleeping in the front cockpit of the plane was another matter though. I awoke just before daybreak from my uncomfortable position and realized I could have slept outside, but I had been afraid to try it for fear a sudden wind might come up and blow my ship away off the tableland and I wasn't taking any chances. A few of the Indians arrived before I got off in the morning and they didn't seem to realize the danger of the prop mowing them down. In fact they were a blame nuisance. As soon as I got in the air I saw the rest of their village headed for the mesa. The ship didn't get very easily off on account of the rarity of the atmosphere and I must have run two miles along the longest dimension of the mesa, before my wheels left the ground. The place was called Anton Chico, although I don't know why a person would bother to name it, and I shan't forget it soon. Most of the time I was busy checking up my navigation, but once in a while when it got monotonous I would go down to the ground and brush the bushes for a while. I could not do that over the desert proper, it was too hot down there. I picked up a thermometer at Wichita, not knowing how good it was, but it registered a hundred and twenty in the cabin. The desert was sprinkled with meteor craters and one of the big ones must have been all of four miles wide. It was just like a mountain, only growing in the wrong direction. There must have been some fireworks when the meteor that threw it up landed and buried itself in the sand. I did some cussing at Holbrook, where I landed to make sure of the weather ahead and ran a sharp sand burr in the tire. I didn't know I had a flat, because the sand of the airport made the going naturally heavy. When I got out at the hangar the tube was all chewed from running on it flat with the load. They had no other and my spare was buried under a hundred gallon tank filled with gas and a wing bolted down on that. I had the luck to locate a motorcycle tube, three sizes too small, but more than welcome. It is still on the ship. The San Bernardino Pass back of Los Angeles was full of fog, so I landed at the town of Ontario to find out if the weather was equally bad ahead, and if not, how to get to the Municipal Airport at Los Angeles. They have been changing the names of the flying fields out there and the man I asked about the Municipal Airport misunderstood my question and directed me to the Municipal Airport in Long Beach. While I was in Ontario I phoned to the Richfield Oil Company in Los Angeles and was told that their man, Mr. Pedri, would be there to meet me when I landed. The weather seemed to be passable ahead, so I took off for what I thought was Los Angeles. I found the field all right, but there was hardly anyone there, and that seemed strange, as just a few minutes before Mr. Pedri had told me there was quite a crowd waiting. It had gotten dark and I was blamed tired, having come all the way from Anton Chico, New Mexico, that day. I had asked the minute I came in and was told that it was the Municipal Airport. After being there some minutes I came to enough to ask, “Is this the Municipal Airport in Los Angeles]]?" When I found out it was Long Beach and I had no idea of my way around over a strange city, I had another pilot lead the way to the other field. There was a crowd there and the photographers kept me posing, which was the last thing in the world I had any desire to do. The officials added up the time and I was glad to have established a new record. knowing that the chances were it would not be my record long, but that would be just what I wanted. to stir up interest in junior flying. The Richfield Oil Company presented me with a case that is a beauty, with places for everything and lined with oilskin, and the whole thing is as light as a feather. From then on I dragged it around with me everywhere I went after that. I knew that Charlie Dann would want to know how I made out, so I phoned him. It was midnight when I was able to break away to do it so it must have been three o'clock in the morning in Westfield. I think I got almost as much of kick out of phoning three thousand miles as I did out of flying that distance. I spent most of my time in Los Angeles at the airport seeing that work was done on my ship and motor. I did take a few minutes to deliver two letter's, one from Jimmy Walker and one from Mayor Hague, to Mayor Porter of Los Angeles. Mr. Padri took me to the "Breakfast Club" in Los Angeles. l never heard of any similar institution. It is like night club, only for a little later on. You ate breakfast there in a beautiful grove. where everybody made friends with everybody else and sang. The management put on a show and gave a setting up drill. I finally got back to the port the work on the ship was done and she appeared to be in A1 shape. I was up early the following morning and hopped off for Albuquerque. l hated to leave California. it had looked so good after the miles of desert I had over, but, of course. l was interested in seeing what the ship would do with favoring winds. You can usually count on a tail wind going cast. But no such luck for this boy. I buckled headwinds in both directions. However, I can manage to be thankful they weren't crosswinds. which not only cut down your forward speed but throw you off your course. I enjoyed the night back. Knowing the route, I didn't have to strain so to distinguish landmarks as I had done going out. It would have been easier to follow the oil pipeline from Wichita to Amarillo, Texas, and from there another pipe line to Los Angeles, but that way is considerably longer and consequently slower. Going back, though I could remember having passed over many of the features of the landscape, and another item was that I didn't have the glare of the sun through all the glass and celluloid panels in the front of the ship all through the long afternoon. In Albuquerque some kind of historical pageant was going on and they insisted on my staying to watch it. About a thousand Indians were doing war whoops. We couldn't make out whether the songs were different songs with the same words or the same song with different words. When you saw the way they acted, pushing one foot along in the dirt, digging in first with their toe and then with the heel, at the same time hopping on the other foot, you didn't wonder much that the white men were able to do some sharp trading and get Manhattan Island from them for the price of a hundred gallons of gas. After the first hour or so their performance was terribly boring, they reminded you of a lot of small children showing off in front of grown people, so I was plenty glad when a sandstorm came up and we could clear out. The field at which I put up was an hour's drive from town. Western Air Express used it, as it is a high mesa and the planes can leave and be on their courses. The other field that T. A. T. uses is nearer the town, but you have to circle it several times to get, enough altitude to clear the mountains. They always think up some good reason to put aviation fields as for away from the town as possible. Left for Wichita in the morning and ran into the entrants in the Pacific Coast Women's Derby. I had met them on the const, so it was like a reunion with old friends. Three of the girls came in several hours late on account of one of the girls getting off her course and the other two following her. Off again early for Columbus and through dirty weather all the way, but it was of no consequence. as over that farming land any can be a landing field. The forecast at Columbus for points east was thick stuff, so I waited. not caring about going over the mountains in Pennsylvania until it had lifted. It hadn't cleared up a whole lot even by the next morning, but l pushed on through. There wasn't a smooth spot to sit down for miles and I was happy that the old coffee grinder up front kept singing along. Landed at Roosevelt, having been in the air twenty-seven hours and some odd minutes. Then for the first real sleep in weeks. Gee, it was good.