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drmessimer

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  1. Paul: Yor're right, she was a beauty, but the claim that she was the "first licensed woman pilot" isn't exactly correct. There was no pilot licensing until 1926, for men or women. In 1912, anyone with enough nerve could fly a plane without restriction, except possibly the prohibition on Sunday flights. And there were many pilots who flew without the ACA's FAI Basic Certificate. She was the first woman that the ACA licensed to take part in ACA sanctioned air meets. The ACA issued the basic FAI Pilot's Certificate, and for an additional fee, the holder of the FAI Certificate could obtain an AC
  2. This is some additional information on Hap Arnold, Charles DeF. Chandler, Byron Q. Jones, and Hollis Leroy Muller. After he retired, Chandler was the editor of the Ronald Aeronautical Series, which was published by the Ronald Press Company, NY. That was the same press that published Chandler and Lahm’s, How Our Army Grew Wings. In addition to writing How Our Army Grew Wings with Lahm, he also wrote Balloon and Airship Gasses, with Walter S. Diehl, and Free and Captive Balloons, with Ralph H. Upson. Hap Arnold also wrote a book that was published as a part of the Roland Aeronautical
  3. Sabrejet is right, modelers are able to hang stuff anywhere they want it to hang. But in the real world, we had to have a place and a way to stow it where it was. As an old tanker, my question for you is, what did the crew hang that stuff on? Where are the fasteners, the hooks, the hangers, or anyother method of attachment? The turet basket and the back deck were the only places we could stow stuff, especially personal stuff we didn't want lost. drmessimer
  4. Cliff: Thanks for the corrections and very interesting post. Where did you find that information, which is obviously complete and accurate.? Great post. Dwight (drmessimer)
  5. Paul: In the the sense that they were good Signal Corps administrators and competent Signal Corps officers, you're correct, but Allen and Scriven, less so Squire, never saw aviation as anything but an adjunct piece of Signal Corps equipment. Any advances in aviation technology and its military use had to come through them, and under their control none of that happened prior to WWI. During the 1913 Congressional hearings on HR5304, Scriven told the committee that there was no need for an expensive development program because if and when the need for combat aircraft arose, we could simply adopt
  6. I found some additional information on Carberry that might fill in some of the missing pieces. The time line immediately below is reproduced in the same format that I found in the orginal publication. The sequence and dates in the time line pretty well follow the sequence and dates that I found in the AG files, but they aren't always exactly the same. Based on the information below, my date for his departure to France, 30 July 1917, is wrong, and the actual date had to be sometime in either March or April 1917. That might be because the Register is a general summary rather than a precise rec
  7. Paul: You’re absolutely right that the Army viewed flying as “just another skill.” But the indifferent attitude toward aviation was less a matter of indifference that it was a matter of the stifling effect the Signal Corps had on developing a comprehensive battlefield role for aircraft. The priorities for the modernization of the Army that was on-going at the time, based as they were in tradition, also relegated aviation to a lower priority. And aviation, as it was in the US Army under the Signal Corps, hardly warranted a higher priority. I could not disagree more with your view that aviat
  8. This is the last post about the hard to find MAs Joseph E. Carberry Carberry graduated from West point with the class of 1910, with a standing on No. 45 in a class of 83, but he very nearly didn’t graduate. During the summer camp of 1909, he was found in his tent with an empty bottle of beer, and subsequently court-martialed for “conduct to the prejudice of good order and military discipline under paragraph 132, Regulations of the United States Army.” He was found guilty and sentenced to be “dismissed from the service of the United States.” From 20 July to 17 September 1909 his sen
  9. No. 7 in the RG94 Installments Lewis E. Goodier, Jr. With regard to technological contributions to Army aviation, Lewis E. Goodier Jr. was one of the most important members of the original twenty-three MAs. He was well educated, energetic, and innovative. Goodier was another direct commission applicant, but one of the very few who did not rely on political backers when making his application. His father, Lewis E. Goodier, Sr. was a major in the Judge Advocate General’s office, but he played no role in his son’s application for a direct commission beyond submitting a letter of recommend
  10. These chevrons came into use in about 1947-48 time period and went out in the 1952-53 time period. E-5 was called "Sergeant" and wore what had been previously worn by Staff Sergeants (3 up with one rocker). E-1 & E-2 wore no chevrons as Privates. E-3 wore one stripe as PFC, E-4 wore 2 stripes as Corporal, E-5 wore the old S/Sgt. of three up and a rocker & were just Sergeants. E-6 wore three up and 2 rockers and E-7 wore 3 up and 3 rockers. There were only 7 paygrades during this time period. Why is this insignia so rare? Few were made with just the 3 stripes and none were ever used. H
  11. If I haven't lost count, I think this is the 6th installment of RG94 information on some of the MAs Samuel P. McLeary McLeary was another early Army aviator who obtained a direct commission from civilian life as a second lieutenant in the Coast Artillery. And like most of the others, he depended heavily on political connections to secure his commission. Article V, Paragraph 34 of the Army Regulations then in effect, said that a civilian applying for a direct commission must be “a citizen of the United States, unmarried, and between twenty-one and twenty-seven years of age…” McLeary cle
  12. Paul: I think you're right that Chapman retired because of his father's death, on the basis that the closeness of the two events, and the fact that given his southern background, the decision to retire would make sense. Dwight
  13. Cliff: You're correct on two points. Carleton is the correct spelling of his first name, and I must admit to a typo in the heading of my post. And you are correct that Chapman qualified as MA on 26 June 1913 in a Wright Model C, SC-13. The 19 July date is the date of the War Department orders rating him as MA. The procedure was for the senior officer, in this Col. William A. Glassford, to forward by telegram to the CSO, a report that so-and-so had successfully completed the MA tests and a recommendation that he be so rated. The CSO forwarded the telegram with his endorsement to the AG, wh
  14. Paul: There is no citation for an obit in the Register of Graduates, but I'll send an email to Carlisle Barracks and see if they have anything. There was no mandated 20-year retirement, and the only hard date that might have applied to him would have been the 24-year limit for officers who didn't make the next grade. My guess is he either had a health problem, or a terrific civilian job offer he couldn't refuse. He certainly lived a long time after he retired, and he was called back for a six-year stint in the IG's Office during WWII, so if he retired due to illness, it was a passing thing.
  15. Paul: That's an interesting post, and I wonder what--if anything--the writer was trying to say. I guess that most of those writings are inside humor that's lost on the rest of us, but some of it might have more important meaning. Anyway, here is the fifth installment in the posts dealing with hard to find MAs. Carlton G. Chapman Chapman graduated from West Point in June 1909, ranked 79th in a class of 103. He was commissioned a 2nd Lt. and was assigned to the 7th Cavalry at Ft. Riley. In March 1911 he went with the regiment to the Philippines for a three year assignment. After two
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