DOCSLIB.ORG

MS-344: Walter Matthews Jefferies Aviation Collection

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
MS-344: Walter Matthews Jefferies Aviation Collection MS-344: Walter Matthews Jefferies Aviation Collection Collection Number: MS-344 Title: Walter Matthews Jefferies Aviation Collection Dates: 1917-2002 Creator: Jefferies, Matt, 1921-2003 Summary/Abstract: The Walter Matthews Jefferies Aviation Collection consists of more than 15,000 photographs and over 1100 books, pamphlets, and journals. The bulk of the photographs pertain to aviation from the 1930s to the 1960s. Most of the photographs document military aircraft produced by a variety of aircraft manufacturers. However, the collection also contains a significant number of photographs taken by movie studios during the filming of aviation-themed movies. Quantity/Physical Description: 138 linear feet Language(s): The materials are primarily in English, though French and German are also represented (indicated at the file or item level). Repository: Special Collections and Archives, Paul Laurence Dunbar Library, Wright State University, Dayton, OH 45435-0001, (937) 775-2092, [email protected] Restrictions on Access: Portions of this collection (research materials in boxes 191-239 and some oversize materials) are stored off site. Please contact us at least two days in advance if you would like to research within boxes 191-239 or oversize materials (identified by “OS”). For the Star Trek slides in Series IV, researchers are requested to use reference prints in lieu of the original slides. Restrictions on Use: Copyright restrictions may apply. Unpublished manuscripts are protected by copyright. Permission to publish, quote or reproduce must be secured from the repository and the copyright holder. Preferred Citation: [Description of item, Date, Box#, File#], MS-344, Walter Matthews Jefferies Aviation Collection, Special Collections and Archives, University Libraries, Wright State University, Dayton, Ohio. Acquisition: The Walter Matthews Jefferies Aviation Collection was donated to Special Collections and Archives by Walter Matthews Jefferies and his wife, Mary Ann, in November 2003. Mrs. Jefferies also donated a large addition to the collection in June 2016. MS-344: Walter Matthews Jefferies Aviation Collection 1 Separated Material: Select aviation books, pamphlets, and journals in the collection have been cataloged and added to the Special Collections and Archives reading room. Related Material: MS-223, William F. Yeager Aviation Collection MS-353, Robert L. Cavanagh Aviation Collection MS-279, American Society of Aviation Artists. Other Finding Aid: For more information about the photographs in Subseries IV-A Mounted Photographs, such as airplane manufacturer, aircraft number, date of photograph, and photographer, consult the books created by Jefferies to track the photographs located in Boxes 5 and 5A. An item-level index to the Star Trek slides in Series IV-C is available. The finding aid is available on the Special Collections & Archives, Wright State University Libraries web site at https://www.libraries.wright.edu/special/collectionguides/files/ms344.pdf. It is also available in the OhioLINK Finding Aid Repository at http://ead.ohiolink.edu/xtf-ead/. Existence and Location of Copies: Reference prints for the Star Trek slides in Series IV-C should be used in place of handling the originals. " A selection of aircraft images from the Walter Matthews Jefferies Aviation Collection are available online in Wright State University’s Campus Online Repository (CORE Scholar): https://corescholar.libraries.wright.edu/special_ms344_photographs/. The digitized Jefferies Collection photographs, as well as aircraft photographs from other collections held by Wright State University Special Collections & Archives, can also be found online in CORE Scholar in the Aircraft gallery: http://corescholar.libraries.wright.edu/aircraft/. Additional Sources: Jefferies, Richard L., Beyond the Clouds: The Lifetime Trek of Walter “Matt” Jefferies, Artist and Visionary, Dallas, TX: Brown Books Publishing Group, 2008. Processed by: Initial processing of the photographs portion of the collection was completed by Melissa Schmunk in 2003. Final processing of the initial donation was completed by John Armstrong in August 2009. Additions were processed by John Armstrong, Karen Pittman, Ed O’Shaughnessy, and Lisa Rickey, from 2016-2021. Arrangement: The Walter Matthews Jefferies Aviation Collection consists of four series: Series I: Research and General Information, 1917-2002 MS-344: Walter Matthews Jefferies Aviation Collection 2 Series II: Technical Orders and Maintenance Manuals, 1918-1971 Series III: Subject Files, circa 1930-1990 Series IV: Photographic Material, circa 1920-2002 Biographical/Historical Note: Walter Matthews “Matt” Jefferies was born on August 12, 1921, in Lebanon, Pennsylvania. From an early age, he was fascinated with flight. He became an avid builder of model aircraft after his family moved to Richmond, Virginia when his father became chief engineer at a power plant there. Mr. Jefferies enlisted in National Guard in 1941. In 1942 he transferred to the Army Air Corps, where he became a B-17 Flight Engineer. He served with 8th Air Force in England and with 12th Air Force in Africa as a flight test engineer logging over 1,000 hours flight testing B-17s, B-24s, B-25s, C-47s and Catalina flying boats. He was awarded both the Bronze Star and Air Medal. After the war, Mr. Jefferies returned to New Jersey where he met a neighbor, William Heaslip, a World War I fighter pilot and painter. Mr. Heaslip took a liking to Jefferies and gave him the old photo files for Sportsman Pilot, a magazine that was ceasing production. This was the start of his extensive aviation history collection; a collection that served him well in his research for paintings. In 1946 Mr. Jefferies went to work as an artist for Erco Manufacturing Company. In this position he used his artistic talent to produce sales brochures, advertising material, and to illustrate manuals. When the bottom dropped out of the light airplane business in 1949, he free- lanced for a while before taking a job with the Library of Congress as the Assistant Chief of Graphics in the Research Division. He quit four years later becoming a freelance aviation illustrator for aviation magazines; including Air Progress magazine here he became famous for a series of scale inboard profile cut-a-ways and perspectives of U.S. and foreign military aircraft. His big career opportunity occurred in 1958 when Warner Brothers Studio needed a mock-up of the interior of a B-52 for the movie “Bombers B-52.” He was referred by his brother who knew that Jefferies had all the manuals and also was aware that Strategic Air Command in Omaha was not cooperating with the studio. Eventually, Jefferies moved on to begin a long career in television where he was the Art Director for such shows as Ben Casey, Mission: Impossible, Riptide, Love American Style, Little House on the Prairie, and Dallas. However, his most famous work was the design of the “Starship Enterprise” for the Star Trek television series. Later he designed the updated and refitted “Enterprise” for the first Star Trek movie Star Trek: The Motion Picture. Mr. Jefferies was an avid flyer. In 1967 he realized a life-long dream when he became the proud owner of a 1935 WACO YOC Custom Cabin which he hangared at Santa Paula, CA airport. Walter Matthews Jefferies died on July 21, 2003, of congestive heart failure. He was three weeks short of his 82nd birthday. MS-344: Walter Matthews Jefferies Aviation Collection 3 Scope and Content The Walter Matthews Jefferies Aviation Collection primarily consists of aviation photographs. Most of the photographs document military aircraft produced by a variety of aircraft manufacturers. However, the collection also contains a significant number of photographs taken by movie studios during the filming of aviation-themed movies. The collection is divided into four series. Series I, Research and General Information, is divided into several subseries, including aircraft information, publications, maps, drawings, and other materials. Researchers should take note that there may be some overlap of subjects and formats between Series I and Series II and III. The material in Series I was received primarily with the original donation in 2003, which was mostly photographs, whereas Series II and III were received as part of the donation in 2016, which was mostly paper materials. Materials in this series date from 1917 to 2002. Subseries I-A: Aircraft Information contains airplane records from 1922 to 1943, in both paper and microfilm format. The subseries also contains information on aircraft, by license number, information on a variety of aircraft including the P-12 and P-26, articles about aircraft, and promotional material. Materials in this series date from 1917 to 1998. Subseries I-B: Correspondence contains correspondence, most of which is general in nature. Correspondents include the American Aviation Historical Society, Harold Cabot Jr., Robert Cavanagh, Margaret Clark, National Air and Space Museum (NASM), actor William Shatner, and others. The bulk of the materials in this series date from 1956 to 2002, but one file of correspondence dates from 1932 to 1933. Subseries I-C: Newsletters, Newspapers, and Magazines contains a variety of publications and articles. Of particular note are articles on the National Air Races during the 1940s at Cleveland, Ohio, and the New York Times series “Along the World’s Airways: The Week in Aeronautics from 1931 and 1932. Materials in this series date from 1927 to 1999. Series I-D: Maps, Drawings,
Load more

Recommended publications
  • Cessna 172 in Flight 1964 Cessna 172E 1965 Cessna F172G
    Cessna 172 in flight 1964 Cessna 172E 1965 Cessna F172G 1971 Cessna 172 The 1957 model Cessna 172 Skyhawk had no rear window and featured a "square" fin design Airplane Cessna 172 single engine aircraft, flies overhead after becoming airborne. Catalina Island airport, California (KAVX) 1964 Cessna 172E (G- ASSS) at Kemble airfield, Gloucestershire, England. The Cessna 172 Skyhawk is a four-seat, single-engine, high-wing airplane. Probably the most popular flight training aircraft in the world, the first production models were delivered in 1957, and it is still in production in 2005; more than 35,000 have been built. The Skyhawk's main competitors have been the popular Piper Cherokee, the rarer Beechcraft Musketeer (no longer in production), and, more recently, the Cirrus SR22. The Skyhawk is ubiquitous throughout the Americas, Europe and parts of Asia; it is the aircraft most people visualize when they hear the words "small plane." More people probably know the name Piper Cub, but the Skyhawk's shape is far more familiar. The 172 was a direct descendant of the Cessna 170, which used conventional (taildragger) landing gear instead of tricycle gear. Early 172s looked almost identical to the 170, with the same straight aft fuselage and tall gear legs, but later versions incorporated revised landing gear, a lowered rear deck, and an aft window. Cessna advertised this added rear visibility as "Omnivision". The final structural development, in the mid-1960s, was the sweptback tail still used today. The airframe has remained almost unchanged since then, with updates to avionics and engines including (most recently) the Garmin G1000 glass cockpit.
    [Show full text]
  • Life and Times of Dinner
    Life & Times of Dinner Key Gateway to the Americas: The story of modern Miami is intertwined with visions of the city's potential as a link to places far away. Once upon a time, Miami itself was a place far away. One wag said: "If you own both Miami and Hell, live in Hell, and rent out Miami." But not everyone was as inclined to dismiss the place. Industrialist Henry Flagler, a Standard Oil partner of John D. Rockefeller's, saw potential in Aviation Cadets at Dinner Key (Courtesy: History Miami) connecting Southern Florida with points north, south, and east. He pushed his Florida East Coast Railroad down the Florida peninsula just before the turn of the 20th century. The first train entered Miami on April 13, 1896 - the tangible beginning of transportation links that would fuel Miami's future. Fifteen years after the first train, Miami saw its first plane - a Wright Brothers' exposition flight in 1911. The next year, aviation pioneer Glenn Curtiss opened a flying school. Miami was an excellent location for aviation - plenty of nice weather, and not a mountain in sight. With the coming of World War I, a sandy bit of dry land in Biscayne Bay known as Dinner Key became a focal point for naval aviation. Miamians regarded the small island - or key in the local parlance - as a nice place for a picnic, hence the name. The US Navy thought it would be a great place for a Naval Air Station. With some dredging and engineering, the island was converted to a peninsula, with room for hangars, shops, barracks and other accouterments necessary to the job of training aviators and mechanics.
    [Show full text]
  • Flight Safety Digest May 1989
    The First Two Minutes The author reviews problems that have confronted flight crews during the critical takeoff phase and concludes that the accident record would improve considerably if as much attention is paid to the prevention of takeoff emergencies as to the response to them. by Gerard M. Bruggink Worldwide accident statistics show consistently that sented here. Nor does it follow that the recent primacy most air-carrier accidents occur in the approach and of takeoff accidents in the United States could not have landing phase of flight. In the same statistics, takeoff been duplicated elsewhere in the world; it so happens accidents are next in frequency of occurrence. Accord- that the U.S. accident data are the most-readily avail- ing to a recent study by Captain Caesar1, these two able for analysis — at least to this writer. phases of operation accounted for 80 percent of the 370 total losses of jet transports in the 1959-1987 period: Within the limited scope of this discussion it is suffi- 57 percent occurred during approach and landing; 23 cient to realize that the prominence of takeoff accidents percent during takeoff. as the greatest loss-producer in the United States during the past five years was brought about by two factors: The predominance of approach and landing (A&L) ac- cidents is confirmed by the fatal jet transport accident • The remarkable decline of A&L accidents over experience of U.S. air carriers over the last two decades the last 20 years, and (1968-1987). Of the 67 fatal accidents in that time frame, 33 (50 percent) were A&L accidents.
    [Show full text]
  • EVB Runway 7-25 Alternatives DRAFT 7 22 2019
    NEW SNEW SMSMMMYRNAYRNA BEACH MUNICIPAL AIRPORT Runway 7/25 Runway Safety Area Alternatives City of New Smyrna Beach DRAFT Prepared By: July 2019 New Smyrna Beach Municipal Airport Runway 7/25 Alternatives Table of Contents 1. Introduction ......................................................................................................................... 1 2. Florida Department of Transportation Airport Inspection Report .......................................... 2 3. C&S Companies Report ...................................................................................................... 3 4. 2018 Airport Master Plan Update ........................................................................................ 4 5. Airport Layout Plan ............................................................................................................. 6 6. FAA Versus FDOT Safety Area Requirements .................................................................... 6 7. Departure Surfaces ............................................................................................................. 7 8. Published Departure and Landing Distances ...................................................................... 7 9. Typical Aeronautical Insurance Policies .............................................................................. 8 10. Typical Airport Leases at the Airport ................................................................................ 9 11. Wetlands at the Ends of the Runway ..............................................................................
    [Show full text]
  • Name of Plan Wing Span Details Source Area Price Ama Ff Cl Ot Scale Gas Rubber Electric Other Glider 3 View Engine Red. Ot C
    WING NAME OF PLAN DETAILS SOURCE AREA PRICE AMA POND RC FF CL OT SCALE GAS RUBBER ELECTRIC OTHER GLIDER 3 VIEW ENGINE RED. OT SPAN COMET MODEL AIRPLANE CO. 7D4 X X C 1 PURSUIT 15 3 $ 4.00 33199 C 1 PURSUIT FLYING ACES CLUB FINEMAN 80B5 X X 15 3 $ 4.00 30519 (NEW) MODEL AIRPLANE NEWS 1/69, 90C3 X X C 47 PROFILE 35 SCHAAF 5 $ 7.00 31244 X WALT MOONEY 14F7 X X X C A B MINICAB 20 3 $ 4.00 21346 C L W CURLEW BRITISH MAGAZINE 6D6 X X X 15 2 $ 3.00 20416 T 1 POPULAR AVIATION 9/28, POND 40E5 X X C MODEL 24 4 $ 5.00 24542 C P SPECIAL $ - 34697 RD121 X MODEL AIRPLANE NEWS 4/42, 8A6 X X C RAIDER 68 LATORRE 21 $ 23.00 20519 X AEROMODELLO 42D3 X C S A 1 38 9 $ 12.00 32805 C.A.B. GY 20 BY WALT MOONEY X X X 20 4 $ 6.00 36265 MINICAB C.W. SKY FLYER PLAN 15G3 X X HELLDIVER 02 15 4 $ 5.00 35529 C2 (INC C130 H PLAMER PLAN X X X 133 90 $ 122.00 50587 X HERCULES QUIET & ELECTRIC FLIGHT INT., X CABBIE 38 5/06 6 $ 9.00 50413 CABIN AEROMODELLER PLAN 8/41, 35F5 X X 20 4 $ 5.00 23940 BIPLANE DOWNES CABIN THE OAKLAND TRIBUNE 68B3 X X 20 3 $ 4.00 29091 COMMERCIAL NEWSPAPER 1931 Indoor Miller’s record-holding Dec. 1979 X Cabin Fever: 40 Manhattan Cabin.
    [Show full text]
  • Rock Solid Performance WHY Caterpillar?
    2012 YEAR IN REVIEW ROCK SOLID Potential | Position | Plan | People | Performance In a global marketplace filled with shifting dynamics, our customers count on Caterpillar as a dependable source of products, services and solutions to meet their needs. This strategy is the stabilizing force behind our business. Today, we’re as confident of our rock solid strength as at any time in our history. ROCK SOLID 2012 Year in Review Forward-Looking Statements Certain statements in this 2012 Year in Review relate to future events and expectations and are forward-looking statements within the meaning of the Private Securities Litigation Reform Act of 1995. Words such as “believe,” “estimate,” “will be,” “will,” “would,” “expect,” “anticipate,” “plan,” “project,” “intend,” “could,” “should” or other similar words or expressions often identify forward-looking statements. All statements other than statements of historical fact are forward-looking statements, including, without limitation, statements regarding our outlook, projections, forecasts or trend descriptions. These statements do not guarantee future performance, and we do not undertake to update our forward-looking statements. Caterpillar’s actual results may differ materially from those described or implied in our forward-looking statements based on a number of factors, including, but not limited to: (i) global economic conditions and economic conditions in the industries and markets we serve; (ii) government monetary or fiscal policies and infrastructure spending; (iii) commodity or component
    [Show full text]
  • Boeing Reports Second-Quarter Results
    Boeing Reports Second-Quarter Results ▪ Continued progress on global safe return to service of 737 MAX ▪ Revenue of $17.0 billion, GAAP earnings per share of $1.00 and core (non-GAAP)* earnings per share of $0.40 ▪ Operating cash flow of ($0.5) billion; cash and marketable securities of $21.3 billion ▪ Commercial Airplanes backlog grew to $285 billion and added 180 net orders Table 1. Summary Financial Results Second Quarter First Half (Dollars in Millions, except per share data) 2021 2020 Change 2021 2020 Change Revenues $16,998 $11,807 44% $32,215 $28,715 12% GAAP Earnings/(Loss) From Operations $1,023 ($2,964) NM $940 ($4,317) NM Operating Margin 6.0 % (25.1) % NM 2.9 % (15.0) % NM Net Earnings/(Loss) $567 ($2,395) NM $6 ($3,036) NM Earnings/(Loss) Per Share $1.00 ($4.20) NM $0.09 ($5.31) NM Operating Cash Flow ($483) ($5,280) NM ($3,870) ($9,582) NM Non-GAAP* Core Operating Earnings/(Loss) $755 ($3,319) NM $402 ($5,019) NM Core Operating Margin 4.4 % (28.1) % NM 1.2 % (17.5) % NM Core Earnings/(Loss) Per Share $0.40 ($4.79) NM ($1.12) ($6.49) NM *Non-GAAP measure; complete definitions of Boeing’s non-GAAP measures are on page 6, “Non-GAAP Measures Disclosures." CHICAGO, July 28, 2021 – The Boeing Company [NYSE: BA] reported second-quarter revenue of $17.0 billion, driven by higher commercial airplanes and services volume. GAAP earnings per share of $1.00 and core earnings per share (non-GAAP)* of $0.40 primarily reflects higher commercial volume and lower period costs (Table 1).
    [Show full text]
  • The Reims Air Races
    Reims Air races and the Gordon Bennett Trophy Bleriot's cross-Channel flight excited Europe as nothing else had. The City of Reims and the French vintners of the Champagne region decided to sponsor a week of aviation exhibition and competition, putting up large purses in prize money, the most prestigious being the International Aviation Cup, known as the Gordon Bennett Trophy, after its sponsor, James Gordon Bennett, the flamboyant American publisher of the New York Herald and the Paris Herald. The meet attracted the cream of European society, from royalty and generals to ambassadors and the merely wealthy, to the Betheny Plain outside Reims from August 22 to 29, 1909. While there were to be many other such meets before and after World War 1, none would match Reims for grandeur and elegance or for sheer excitement. The major European manufacturers, all French, entered various events. There were 'planes by Bleriot, Voisin, Antoinette, and Farman, and even several French-built Wrights. The Wrights themselves had passed on an invitation to race at Reims, which was awkward since the Gordon Bennett Trophy was crowned with a large replica of a Wright Flyer. The Aero Club of America, which had sponsored the Scientific American trophy won by Curtiss a year earlier, turned to Curtiss. Curtiss' June Bug was not as well developed a plane as the Wright machines (and possibly the Wrights were hoping to drive this point home if Curtiss failed at Reims) and while it was more maneuverable than the European planes, it was not nearly as fast. 1909 Voisin 1 Curtiss worked feverishly to produce a more powerful engine and stripped down his airplane to give it greater speed.
    [Show full text]
  • Jerome S. Fanciulli Collection History of Aviation Collection
    Jerome S. Fanciulli Collection History of Aviation Collection Provenance Jerome S. Fanciulli was born in New York City, January 12, 1988. He was the son of Professor Francesco and Amanda Fanciulli. He was educated at de Witt Clinton High School in New York City. He attended St. Louis University, St. Louis, 1903-04 and Stevens Institute, Hoboken, N.J., 1904-05. He married Marian Callaghan in November, 1909. On January 12, 1986 he died in Winchester Hospital in Winchester, Virginia. Mr. Fanciulli worked for the Washington Post and then joined the Associated Press where his assignments were on the Capitol staff of the Associated Press. He became the AP’s aviation specialist. Mr. Fanciulli was a charter member of the National Press Club and a founding member of the Aero Club of Washington, D.C. In November 19098, Mr. Fanciulli joined Glenn H. Curtiss’ company. He was Vice President and General Manger of the Curtiss Exhibition Company. Among his many varied duties Mr. Fanciulli established schools of aviation and directed the demonstration and sale of Curtiss aeroplanes in the United States and Europe. He promoted or conducted some of the largest air meets in the United States prior to 1913. He collaborated with the United States Army and the United States Navy in developing aeroplane specifications. Mr. Fanciulli wrote magazine articles, employed and directed aviators obtaining contracts for them. Mr. Fanciulli sold the United States Navy its first biplane and the United States Army its second biplane. He also sold czarist Russia its first plane for their Navy. Mr. Fanciulli left the Glenn H.
    [Show full text]
  • John Bowden's "Rip Van Winkle" Curtiss Pusher EAA ANTIQUE/CLASSIC Page 6 DIVISION, INC
    STRAIGHT AND LEVEL Remember the Voyager by Bob Lickteig Four months after its historic flight, aration and the actual launch of the ager generated many nicknames like the Voyager is almost forgotten. I mission can remember as day 7 and "a flying bathtub," a "fuselage drag­ would guess that if you asked people 8 came into the play, the news media ging a fence," etc., but to us it is a on the street about the Voyager, you was showing more interest and was symphony in design and construction would probably be told it's a name for actually reporting an update on the technique. It was not funded by the one of the new auto mini-vans. network news. And when it was ap­ government and that's probably why We of the aviation community are parent success was with the Voyager, it was successful. But most of these always criticized for trying to sell avi­ the news media came to life and comments miss the mark. The pOint ation to ourseLves and not to the gen­ some actually used it as the lead story about the Voyager is as old as the eral public. This may be another per­ of the day. story of man. It's the confirmation of fect example - when we have some­ Maybe the news people were right. the human spirit, like the EAA spirit, thing great to sell, we still miss. After all, circumnavigating the globe of courage and daring and willingess The Voyager flight was in many is hardly news, but then the Voyager to risk everything to do something no ways like the Lindbergh flight.
    [Show full text]
  • F. Robert Van Der Linden CV
    Curriculum Vitae F. Robert van der Linden Aeronautics Department National Air and Space Museum Smithsonian Institution Washington, D.C. 20013-7012 [email protected] 202-633-2647 (Office) Education Ph.D. (Modern American, Business and Military History) The George Washington University. 1997. M.A. (American and Russian History) The George Washington University. 1981. B.A. (History) University of Denver, 1977. Member Phi Beta Kappa Present Position Curator of Air Transportation and Special Purpose Aircraft, Aeronautics Division, National Air and Space Museum (NASM), Smithsonian Institution, Washington, D.C. Primary Responsibilities Research and Writing Currently at work on "The Struggle for the Long-Range Heavy Bomber: The United States Army air Corps, 1934-1939. This book examines the fight between the Army Air Corps, the Army, and the Navy over the introduction of a new generation of long-range heavy bombers during the interwar period. Questions of cost, of departmental responsibility, and of the relationship between business and industry, all play key roles in the search for this elusive aircraft and ultimately which military branch controls the air. Underlying all of these issues is the question of whether or not the United States needs a separate, independent air force. Also researching a book on the creation of Transcontinental & Western Air (TWA). This business history will trace the story of this important airline from its creation in 1930 from the ambitious but unprofitable Transcontinental Air Transport, formed by Clement Keys with technical assistance from Charles Lindbergh, and parts for the successful Western Air Express of Harris Hanshue through World War II and its reorganization as Trans World Airlines under Howard Hughes.
    [Show full text]
  • November-December 1975
    NOVEMBER-DECEMBER 1975 . -' "­ . J.t" • . .,. EDITORIAL By Paul H. Poberezny President EAA The Officers and Directors of the EAA Antique and Classic Aircraft Association and EAA Head­ quarters staff would like to take this opportunity to wish all of you a very Merry Christmas and a tion, a part of our organization or our individual Happy and Prosperous 1976. association, such as the Antique and Classic or All in all, we believe that we had a very fine Warbirds. year. Enthusiasm for all phases of sport/general In reality, out of our over 45,000 active member­ aviation is on the increase and 1975 was very kind ship at the present time, less than 4,000 belong to to all of us. We had many aviation events in which the three groups under the EAA's umbrella. A very so many of us cooperated and participated, regard­ small number of people when one considers the less of the type of aircraft we happen to favor at number of letters received generating a great the moment. amount of work for these activities as compared to Sitting here and giving a little thought to what the total number in our membership. I have learned in my association with the fine Some expect a publication the size of SPORT people of aviation these past 23 years with EAA has AVIA TlON and anyone in association work realizes given me a great education and many observations. that a small number of people in anyone of our We are a very unique group of people - we, affiliates really does not produce sufficient revenue who own and fly aircraft.
    [Show full text]