for September, 1962

NUMBER 12 SEPTEMBER. 1962

... _,.

The American Air Mail Society

A Non-Profit Corporation Incorporated 1944

Organized 1923 Under the Laws of Ohio

PRESIDENT Qr. James J. Matejka, Jr.

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SECRETARY Ruth T. Smith

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EDITORS - Other Publications L. B. Gatchell

Geo. D. Kingdom

ATTORNEY George D. Kingdom

DIRECTOR OF FOREIGN RELATIONS

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Include subscription to The AIRPOST JOURNAL. Applicants must furnish two references, philatelic preferred. At least one must reside in Applicant's home town. Applicants under 21 years must be guarteed by Parent or Guardian. Membership may be terminated by the Society in accordance with its By-Laws. Correspondence concerning subscriptions, back numbers and bound volumes, address changes and other matters and all remittances should be sent to the Treasurer. All general communications and advertising should be sent to the Editor.

Official Publication of the

AMERICAN AIR MAIL SOCIETY

VOL. 33, No.12 Whole Number 388

Contents ........ for September, 1962 Charles A. Lindbergh, a Bio-

graphical and Philatelic Study 385 Tile "Kondor Syndicate" in Ecuador 390 A Chronology of South :Acfrican

Airmail History 395 New Australian Aerogrammes 399 "You Can Fool Some of the People" 40•2 C.A.M. Cover Notes 404 Secretary's Report 405 Jet 'Topical Collecting 40·6 Foreign Pioneer Airpost Flights,

1909~14 411 Official Section 414 Some Unsolved Problems of

Estonian Airmails .................. 415 AcPJ Ads . . ............. Inside Back Cover

EDITOR Joseph L. Eisendra:th

350 No. Deere Park Drive, Highland Park, Ill. ASSISTANT EDITORS

Robert W. Murch Ernest A. Kehr L. B. Gatchell

DEPARTMENT AND ASSOCIATE EDITORS R. Lee Black, N. Pelletier, Florence L. Kleinert, Dr. Max Kronstein, Richard L. Singley, William R. Ware, James Wotherspoon, John Watson, William T. Wynn, Frank Blumenthal, Samuel S. Goldsticker, Jr., J. S. Langabeer. Published monthly at Albion, Erie Co., Pa., U.S.A. Entered as second-class matter at the Post Office

at Albion, Pa., February 10, 1932, under the Act of March 3, 1879.

The AIRPOST JOURNAL is not conducted for profit. The Editor and all others serve without compensation. Receipts from advertising, subscriptions and contributions are applied to the betterment of the magazine and the promotion of aero-philately. The Editor and Officers of The American Air Mail Society assume no responsibility for the accuracy of statements made by contributors. Every effort is made to insure correctness of

all articles. Subscription Rates: $4.00 per year, 35c per copy. Advertising Rate Card available from the Editor.

A Biographical and Philatelic Study -

Charles A. Lindbergh By Walter Curley, Librarian-Cardinal Spellman Philatelic Museum, Inc .

I. INTRODUCTION Thirty-five years ago on May 20, 1927,

at 7 :52 a.m. Charles A. Lindbergh, an air mail pilot, took off from Roosevelt Field, N. Y., and flew 3610 miles across the Atlantic Ocean and landed at Le Bourget Aerodrome, Paris, France, at 10:22 p.m. on May 21, 1927. The trip consumed 33 hours, 30 minutes, and 29.8 seconds. He thereby became the first man to fly non-stop across the Atlantic alone and, in addition, broke the nonstop distance record for an airplane.

Before this accomplishment, Lindbergh was an unknown pilot. In the ensuing weeks, he rose to become America's, and perhaps the world's most popular hero, Kings and presidents decorated him; crushing crowds greeted him wherever he went and his most insignificant gesture created headlines. It has been said that more words have ibeen written about Lindbergh than any man in history before or since. In an age of popular heroes (Babe Ruth, Dempsey, Valentino, etc. ) , he eclipsed all of them.

Although Lindbergh's feat was great and significant in American aviation history, it can hardly explain the explosive effect of his personality across the world. After all, he was not the first to cross the Atlantic Ocean. Three more-or-less successful crossings were made in 1919. The first plane to successfully fly the Atlantic was a U. S. Navy Flying boat piloted by Walter Hinton of Van Wert, Ohio, with Lieutenant Commander Albert Cushing Read in charge. They took off from Trepassey Bay, Newfoundland, on May 16, 1919, and reached the island of Horta, Azores, the next day, a distance of 1380 miles in 15 hours and 18 minutes. On May 27, 1919, they completed the Atlantic crossing, landing at Lisbon, Spain. On May 18, 1919 Harry Hawker of England with Commander K. MacKenzie Grieve took off from Newfoundland destined for Ireland, but af-

• ter flying 1050 miles, they were forced into the sea. A nearby steamer rescued them. The first successful non-stop tranatlantic flight was accomplished by Sir John Alcock and Sir Arthur WhittenBrown, both of Great Britain. Their flight began at St. Johns, Newfoundland, on June 14, 1919, and terminated in Ireland, a distance of 1960 miles in 16 hours and 12 minutes.

Then too, a few weeks after Lindbergh landed in Paris, two more transatlantic flights were made, both breaking Lindbergh's non-stop distance record. On June 4, 1927, Clarence Chamberlain accompanied by Charles Levine, broke the non-stop distance record by over 300 miles on a flight from New York to Eisleben, Germany, although the flight ended in a crack-up 100 miles from their ultimate goal - Berlin. During June 29-30, 1927, Commander Byrd made a transatlantic flight with a crew of three on a New York-to-Paris attempt. They too, failed to make their intended goal, being forced down just short of the French mainland.

Many explanations have been given to justify the phenomenon of the hero worship that Lindbergh commanded. Some owe it to the perfection of his flight compared to all other transatlantic flights. Others attribute his popularity to his modesty, his selfless dedication to the advancement of aviation and the development of the air mail service. To the world, he represented the best of American manhood. II. LINDBERGH'S EARLY YEARS

Charles A. Lindbergh was born in Detroit, Michigan, on February 4, 1902. Five weeks later his family moved to Little Falls, Minnesota, which ·became the scene of his most cherished boyhood memories. When he was four years old, his father was elected as Representative in Congress from the State of Minnesota. The family moved to Washington, D.C.,

THE AffiPOST J"OURNAL, SEPTEMBER, 1962 385

where young Charles received his early factured by the Columbia Aircraft Coreducation. Later, the Lindberghs re- poration. However, when he tried to turned to Minnesota and Charles attended buy this plane, the corporation refused Little Falls High School, graduating to sell it for the flight unless they could from there in June 5, 1918. select the pilot. Failing to obtain a Bel-

After attending the University of Wis- lanca, Lindbergh approached the Ryan consin for a year and a half, Lindbergh Airlines in San Diego. This company left to concentrate on a career in avia- agreed to build a plane to Lindbergh's tion. He decided to become a stunt specifications. The plane was completed flyer, making parachute jumping his in two months with Lindbergh making specialty. He attended a flying school all the test flights himself. The final and in Lincoln, Nebraska, making his first most important test was the trans-conflight with his instructor, Ira 0. Biffle, tinental flight from San Diego to New on February 9, 1922. After he finished York with one stop at St. Louis. This flying school, he purchased a World flight brought public attention to LindWar I "Jenny" airplane at a U.S. Govern- bergh, because he had flown across the ment . auction in 1923, and in this plane continent faster than anyone had ever he made his first solo flight. He spent done before: 21 hours and 20 minutes. about a year barnstorming in the South Also he had flown farther than any pilot and West and then entered the U.S. had ever flown non-stop alone - 1550 Army Air Service School on March 15, miles from San Diego to St. Louis. 1924. He graduated the next spring with Even before Lindbergh began his a commission as second Lieutenant, first plans for making the Paris flight, at in a class of 18 out of an original class least five other competitors had similar of 104, who started the course. projects well advanced in their final

After several more months of barn- stages. Lindbergh realized that he had storming, Lindbergh went to work for little chance to make the transatlantic the Robertson Aircraft Corporation as an flight before at least one of the others. instructor in flying. In the spring of In fact, he had an alternate plan for a 1926, he began flying the U. S. mail for transpacific flight in the event one of the same corporation on the route known his competitors made the Paris flight as CAM-2 from Chicago to St. Louis. first. Below is a summary of the other It was while flying as an air mail pilot New York-to-Paris projects and the serthat he conceived the idea of flying ies of events that enabled Lindbergh to across the Atlantic from New York to be the first to take off for Paris: Paris. 1. Captain Rene Fonck, a French III THE TRANSATLANTIC FLIGHT World War ace made the first attempt

During the next few months, Lind- in a plane especially designed for the bergh devoted himself to the task of flight by Igor Sikorsky. On Sept. 21, bringing his dream of flying across the 1926, on the take-off at Roosevelt Field, Atlantic to reality. He persuaded several New York, the plane crashed, killing two St. Louis 1businessmen to give him fin- crew members. Fonck and his navigator ancial 'backing, asserting that if success- escaped unharmed. ful, the transatlantic flight would help 2. Commander Richard E. Byrd's to make St. Louis the aviation center of plane, the America, was a huge trimothe country. Also, he added, they would tored Fokker which carried a crew of profit financially because of the $25,000 four including Floyd Bennett as chief offered by Raymond Orteig, a wealthy pilot. On its first test flight on April New York hotel owner and aviation en- 16, 1927, it crashed shortly after takethusiast. Orteig offered the prize to the off, injuring three of the crew. Byrd suffirst one who flew non-stop from New fered a broken wrist, and Bennett, a York to Paris or vice-versa. broken leg. The plane was repaired and

Lindbergh was convinced that one apparently was ready for the Paris flight existing plane was capable of such a by the time Lindbergh arrived in New flight - the Bellanca, a plane manu- York, but Byrd would not attempt the

386 THE AIRPOST JOURNAL, SEPTEMBER, 1962

flight until the America was completely tested. It was not until June 29, 1927, that the America took off for Paris on a flight that ended in a crash into the sea of.f the French coast. The plane was badly damaged but no serious injuries were incurred by Byrd or his crew.

3. On April 26, 1927, Lieutenant Commander Noel Davis and Lieutenant Stanton Wooster conducted their final flight test in preparation for the Paris flight. A few moments after take-off from Langley Field at Hampton, Virginia, the plane crashed, killing both pilots.

4. When Lindbergh landed in New York after his trans-continental flight from San Diego, his most serious competitor appeared to be the Columbi(! Aircraft Corporation whose plane - a Bellanca named the Miss Columbia -was ready for the transatlantic flight. The plane had already proved its durability when on April 13, 1927, Clarence Chamberlain and Bert Acosta broke the world's endurance record by remaining in the air over Roosevelt Field for 51 hours, 11 minutes and 25 seconds. This record verified Lindbergh's opinion that the Bellanca was the most suitable aircraft for making a transatlantic non-stop flight. However, personnel problems arose within the Bellanca organization apparently due to the failure of Charles Levine, the plane's owner, to make a decision as to who would be the pilot, The pilots considered for the flight were Chamberlain, Acosta, and Lloyd Bertaud. The problem was not resolved until June 4, 1927 when Clarence Chamberlain accompanied by Charles Levine took off from Roosevelt Field and flew non-stop to Germany, breaking Lindbergh's nonstop distance record.

5. On May 8, 1927, two French World ·war aces, Captain Charles Nungesser and Captain Francois Coli, took off in their Lovasseur biplane, the White Bird, from Le Bourget Aerodrome, Paris, to start an east-west transatlantic flight to New York. Although the French plane was reported over Cape Race, Nova Scotia, Portland, and Boston, it disappeared without a trace. Presuma;bly, it crashed

somewhere in the Atlantic. Although searches were made over wide expanses of ocean and over Newfoundland and Lwbrador, the French pilots were never found.

In all, the transatlantic projects had cost the lives of six men and seriously injured two others.

After being grounded by bad weather in New York for several days, Lindbergh at last received weather reports which indicated clearing over the North Atlantic. Despite the poor weather still hanging over New York, and the muddy condition of Roosevelt Field, Lindbergh took off for Paris at 7: 52 on the morning of May 20, 1927.

IV. THE PHILATELY OF LINDBERGH

The philately associated with Charles A. Lindbergh in this study will be arbitrarily divided into the following general categories:

1. CAM-2 Flights 2. Transatlantic Flight and Home-

coming 3. Goodwill Tours 4. Lindbergh Stamps 5. FAM Inaugural Flights 6. Survey Flights 7. Miscellaneous cachets issued in

Lindbergh's honor

In general, a chronological treatment will be used, although some deviations will be made for clarity.

The Contract Air Mail {CAM) Covers

The philately associated with Charles Lindbergh began in 1926, one year before his Ione hop to Paris. After graduating from the Army Air Service School in March 1925, he traveled to St. Louis, and using that city as a home base, he began barnstorming through Missouri and Iowa. Occasionally he gave flying lessons and did test piloting. Early in 1926, the Robertson Aircraft Corporation of St. Louis was awarded a contract by the government to establish an air mail route known as CAM-2 which would run between Chicago and St. Louis with for the inaugural flight.

THE AIRPOST JOURNAL, SEPTEMBER, 1962 387

CHICAGO

SPRINGFIELD

Figure I

stop-overs in Peoria and Springfield. (See Figure I.) Lindbergh was hired as chief pilot and was responsible for sel'ecting the landing fields, hiring the pilots, making air maps, etc. He immediately began to make arrangements

Five days before the inaugural flight, on April 10, 1926, Lindbergh made a test flight, northward to Chicago. At Springfield, the prominent air mail col-

lector, Raymond V. Bahr who was a friend of the flyer, gave Lindbergh a few letters to carry on the test trip, shortly before take-off for Chicago. After staying overnight in Chicago, Lindbergh completed thie round trip to St. Louis the next day, April 11, 1926. He autographed the covers given to him hy Bahr as did William H. Conkling, the Postmaster of Springfield. These are among the most rare of special flight covers and are the most desirable items in Lindbergh collections. (See Figure 2.)

Five days later, on April 15, 1926, Lindbergh made the inaugural flight of CA!M-2, taking off from Chicago at 5:50 a.m. He autographed several covers on this flight also. (See Figure 3.) Lindbergh, of course, was an unknown pilot at this time and the covers did not create any extraordinary interest among collectors, although covers autographed by pilots were fairly unusual items. But beyond this they were mounted in the albums just like any other first flight covers. A year later, these covers would become the showpiece of any air mail collection.

The New York-io-Paris Flight On page 98 of his book, the Spirit of

St. Louis, Lindbergh relates how he is tempted to carry covers for a collector on his transatlantic flight:

A stamp collector has offered me a thousand dollars to carry one pound of mail to Paris in the Spirit

Figure 2


Figure 3

of St. Louis! I re-read his letter: yes, a single pound. He has seen newspaper notices about my project. I don't understand it; I don't see why anybody is willing to pay so much money for a few souvenir envelopes and stamps. A thousand dollars would help our financing quite a lot; and maybe there are other ways of earning money that I haven't thought aibout. But the principle involved - rve determined to hold down every ounce of excess weight. If I once start compromising, I won't know where to stop. Still one pound - a thousand dollars - rn write to my partners about it.

Later in the book, there is an account of the letters he did carry in the Spirit of St. Louis. A .few days before his takeoff to Paris, he accepted an invitation to lunch tendered to him iby Colonel Theodore Roosevelt, Jr., who gave him letters of introduction to Myron T. Herrick, the American Ambassador to France, and to friends of his in Europe. Regarding these letters, Lindbergh relates on page 167 of his book:

Those 1etters create quite a problem, because I couldn't very well refuse to take them after all the hospitality the Colonel had extended and all the trouble he went to in writing them; and they may be of great help to me in France. But I turned down a thousand dollars rather than carry a pound of mail ... I'm taking one letter for Post-

master Conkling of Springfield -I couldn't say no to him - and one letter for my friend Gregory Brandeweide, who worked with me laying out the mail route. That's all - except for the messages of introduction.

Upon his arrival in Paris, Lindbergh mailed these two letters by registered mail from Ambassador Herrick's head. quarters. -(To be continued)

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THE AIRPOST J OURNAL, SEPTEMBER, 1962 389

The "Kondor Syndicate" in ~cuador And Its Sister Airline

"Sociedad Ecuatoriana De Transportes Aereos" !SEDTAJ 1937-1941

By Dr. Roberto Levi-Castillo

• The German expansion in South America initiated in 1935, proceeded until

the outbreak of the Second World War. Its development was marked by two important trends, both of them strongly influenced by political rather than by technical factors. The first was a marked expansion of German owned airlines and a takeover of local airlines by German influence with German capital. The second factor was the exploitation of the nationalistic sentiment within most Latin American countries by building enterprises and forming concerns in which a large part of the capital was German, and operated by local pro-German capitalists.

The early airlines organized iby Germans such as SCADTA that had ended its operations in Ecuadorian terdtory in 1930, were primary commercial, more so in fact than the first United States trunkline services inaugurated in 1928 and 1929 with large government aid as a part of national policy.

In 1926, the German government took over all commercial air transportation from private persons through the government owned "Deutsche Lufthansa". Soon the propaganda element came to the foreground in all German airline activities.

It was known that by 1932, the Germans were making thorough plans for the domination of all South American air transportation. Many writers took up the subjeot of commercial aviation as a weapon in the struggle for "Lebensraum" and a means of strengthening the ties uniting the mainland Germans with the German immigrants in Latin America.

In 1933, the German National Socialist Regime (Nazi) political and economical forces were set in motion for a drive to take advantage of the German friendship of Latin America. They would intensify the take-over of airlines and would acquire them in countries easy to control because of lack of transportation and the necessity of a local airline to initiate the active transportation of passengers and cargo. The expansion of German airline aotivities in South America was a part of the major trade and propaganda drive to acquire mineral materials and agriculture products. South America was a source of raw materials need fored German military expansion.

It was quite natural that Germany should be active in the aviation field because undeveloped nations, such as Ecuador, were badly in need of additional airline facilities for their internal domestic services and for connections with the out-side world. Many of their regions were completely isolated by mountains.

The German airline program was unhampered by commercial considerations, and apparently was more or less self-sustaining; yet the German government had in mind the formation of a chain of different airlines welded into one large enterprise to be known as "Syndicate Kondor'', dependent on the German "Lufthansa" for equipment, personnel, supplies and spare parts. "Lufthansa" directly or indirectly took control of all German owned airlines as an instrument of German national policy. The Nazis declared: "In the air transport industry the personnel of the operating enterprise should be proud of taking care of an activity of public character on the orders of the German Reich."

The Germans, being primarily concerned with propaganda, were auxious to make a favora!ble impression on the countries like Ecuador, rather than to create a sound and reasonably self-sustaining commercial air transport system.. Concessions


were obtained for individuals, who were themselves employees of the Commercial Aviation Department of the German State; thus their companies almost were all owned by the German Reich. The equipment was less luxurious and much less safe than the American equipment and know-how of "Pan American Grace Airways Inc.", but it was still superior to that offered by most of the other operators in South America.

The German lines economized in a number of their operating expenses but indulged for propaganda purposes in extravagant advertising, giving a generous distribution of free transportation and special discounts. They provided extensive local service and as a means of building good will for German and German-made products, gave airplanes and technical assistance, fuel, spare parts, all ground equipment and radio facilities. They built local airfields, improving others that were primitive and undeveloped.

The main objective was to establish a German dominated system in South America to eliminate all influence of United States Airlines such as PANAGRA. They built up a network of trunk routes, Brazil being the spearhead of this expansion. They were so aggressive, that the "Syndicate Kondor" provided valuable services to the entire South American continent with the exception of Chile, Colombia ( SCADTA was not a part of the "Syndicate Kondor") and the Guianas.

Ecuador was a part in the system. fo the beginning, the Germans used a variety of methods to introduce themselves into this country, creating a nationally incorporated company managed both by Germans and Ecuadorians. They were interested in .Ecuador because of the proximity of this country to the Panama Canal and the possibility in case of a war, to hamper the traffic or destroy the canal, through their military aviation with bases in Ecuador.

"Sindicato Kondor" (founded in 1924 as "Kondor Syndikat") was incorporated in Brazil as a Brazilian airline, but the company was controlled by the "Deutsche Lufthansa", and its operations were listed regularly in Lufthansa's annual reports. It received very suibstantial aid from Germany in the form of free airplanes and direct subsidy. It is indicative of the close relationship !between the companies of the "Kondor System" and "Lufthansa" that when the latter discontinued operations after the outbreak of World War H, the "Kondor System" took over all its services in South America, including the Ecuadorian incorporated company owned by "Lufthansa," founded in 1937, by Fritz Hammer, former Head Pilot of SCADTA, known as "Sociedad Ecuatoriana de Transportes Aereos". This company had a substantial network of local routes in Ecuador on which traffic proved to be surprisingly heavy, because of the lack of other transportation facilities. However, as it did not receive enough subsidy from the Ecuadorian government, it suffered severe financial losses, At its liquidation much of the equipment was cannibalized to continue maintenance. This was because German made spare parts, due to the British blockade, could not arrive from Germany.

They extensively used the Junkers JU-52 which made its first appearance in 1931 and was obsolete from the aerodynamic standpoint before 1935. They were cumbersone airplanes, relatively expensive to operate and slower than American planes; but nevertheless they gave adequate service in local transportation.

The Germans sold equipment such as the Junkers JU-52 to the Germanowned companies usually through the "Kondor" or "Lufthansa" systems at prices 40 to 50 % below the cost of American equipment. They permitted the purchaser to pay by installments over a four or five year period, .each monthly payment being based on the number of hours the machines were flown.

The liberal terms and low initial cost were deceptive attractions, because the

THE AffiPOST J"OURNAL, SEPTEMBER, 1962 391

[[_

obsolete Junkers, JU-52 trimotors were much more expensive to operate per ton mile than American made airplanes; the saving in initial cost was soon offset by their heavier operating expense.

The German Junkers, JU-52 airplane was in many ways satisfactory to the Ecuadorian airline SEDTtA, because its low wing-loading and carefully designed controls made it easy to operate out of small, rough fields, such as the Andean airfields and it was sufficiently rugged to stand hard service with minimum of maintenance.

The provision of equipment on a liberal basis to SEDTA was unquestionably a great service to Ecuador air transportation; but in exchange the Germans imposed certain conditions which resulted in their securing a continuing influence over the local concern by controlling their operating methods and policies. Their contracts required SEDTA to do all major repairs and overhaul work at the "Syndicate Kondor" shops and more important, agree to furnish navigating and techni

. cal personnel for operation of the material of German origin. SEDT A was thoroughly indoctrinated with German technique and operating principles and had to engage German pilots and technicians in order to teach local operators how to work and operate the German-made systems.

It is necessary to give this description of the general background of "Sociedad Ecuatoriana de Tarnsportes Aereos", because most Americans believe that it was a local enterprise in a smaller scale than SCADT A, but ignore tha:t it was a sister company in a system, whose paramount goal was German political monopoly of air transportation in South America. The SEDT A company was only a link of the large Kondor Syndicate. Even its la:bels and postmarks had the insignia of the larger German concern. The student of the history of the air mail and passenger transportation in South America shonld realize that Syndicate Kondor was not only a Brazilian incorporated company, !but that under cover of its name the German government had built an airline web, that extended up to Ecuador, in a link that was dissolved only with the outbreak of World War II. The seizure of the airlines at that time helped safeguard the Panama Canal from German attack and ultimate destruction by German bombers based in South American airfields.

The history of SEDTA begins with a former pilot of SCADTA who was employed by Sindicato Kondor and the German Lufthansa to serve as cover-up man for a new airline to ibe estaiblished in Ecuador where no commercial aviation existed in 1937. The only previous commercial enterprise was initiated in 1932 by the Ecuadorian Air Force, with its Ryan monoplane "Ecuador'', that crashed and was destroyed in that same year. The initiative had been lost and forgotten; until Mr. Fritz Wilhelm Hammer came into view, no domestic airline existed to give service between the main cities of Ecuador.

On June 28th, 1937 Fritz Wilhelm Hammer, as promotor of a new airline to establish an internal service to transport the mails and also for cargo and passenger transportation, made a contract with the Ecuadorian government to be known as "Sociedad Ecuatoriana de Transportes Aereos" or known by the contract to use officially the abreviation SEDT A.

The terms of the first contract gave Mr. Hammer the concession of the domestic air transportation of the mails and passengers and cargo within the territory of Ecuadore and connecting with other airlines for foreign service. The most interesting part of the contract was paragraph 6th, that let SEDT A fix freely the tariffs for postal transportation, that in accord with the contract could not he above 25 centimes of Swiss Franc Gold or 0.0717 grams of fine gold, that was equivalent in 1937 to 65 centavos, which was the rate that was established. The Ecuadorian govern-


ment in accord with the contract issued stamps to pay for the company's rate and the sale of the stamps was not to be made at the Post Offices ibut SEDTA had to establish its own private post offices and sell to the public the stamps, that were to pay for the special rate that was to be used, to pay for the air services and to help maintain the air mail services. The government was to issue as many stamps as the company would need and SEDTA only paid the government for the cost of printing or more accurately, overprinting the special stamps (Scott C-64), while the full price was to be on behalf of the company! The stamp (Scott C-64) is the only one ever printed in Ecuador for the use of a private company in its private post offices and to pay for the special rate of internal air mail transportation! The SEDTA received the letters from special mail boxes placed in the post offices of the cities where they served and the covers were then taken to the private SEDTA post office, where they were sorted and placed in bags for the adequate transportation to other cities. The covers had to have affixed the special stamp or stamps in accord with the SIEDTA rates iby the sender, otherwise before being delivered to the addressee, it had to pay for and affix the stamp at the destination, otherwise it was not delivered. The private post offices of SEDT A were manned by employees who were nominated by the company and upon due study iby iboth the SEDTA and the Ministry of fublic Works and Communications, were duly appointed, and the payment of salaries were half and half by iboth SEDTA and the Ecuadorian government! ... The SEDT A had its own chief of mails and the Postmaster General of Ecuador had nothing to do with the private mails of SEDTA and its only relation was that all post offices had to turn over to SEDTA all mail that was deposited in their private boxes placed at the post offices! ... The mail office of SEDTA in each city delivered the mails upon receipt, either to the local post office for placing at the local post office boxes or individually by means af company's postmen, who delivered by bicycles or motorcycles to the homes of the addressees. It was in fact a special mail within the mails and a very special and profitable concession.

The original concession was given to Hammer who brought to Ecuador to start the e~loration of new routes a Heinkel HE-70 that was baptized and given the name of "Pajaro Azul" (Blue Bird), because it was painted gun metal blue.

The first flights with mail were carried between Quito and Guayaquil on August 18, 1937 in an experimental flight to try a connection with the international air mail flown by PANAGRA. The Blue Bird left Quito at 4:45 p.m. arriving at Guayaquil at 5:50 p.m. with the international air mail and a few covers inscribed on the typewriter: "Correo Aereo Excepcional de Alcance-Quito-Guayaquil-Agosto 18 de 1937. There was also the bluish green seal of the Postmaster General of Ecuador with the inscription in the lower part of the coat of arms of Ecuador "Quifto-IEcuador". The special post mark of Quito read August 18th, 1937 as did the receiving postmark of Guayaquil. These covers are very scarce; in fact only 50 exist. To be genuine, they should have the bluish-green Postmaster General of Ecuador seal.

SEDT A in accord with its contract, started building the ailport facilities such as radio shacks, metereological stations, warehouses and offices. In the early days of February 1938 they received two Junkers JU-52 trimotors, that were baptized and given the names of "Pichincha" and "Guayas" to honor the provinces whose capitals are respectively Quito and Guayaquil, where the first service was to be started.

A tragic accident almost brought to an end the initiation of .the operations of SEDT!A. On March 5th, 1938 the promotor Hammer took off in the "Blue Bird" taking as passengers recently arrived pilot Konrad Butscher and Captain Marco Aguirre, navigator and guide in the exploration of new routes, and the German


mechanic Richard Weiss. The airplane instead of flying north decided to explore the entrance into Quito from the south, with so much bad luck that it crashed due to fog and high wind velocity. The German pilots were not familiar with the changes of pressure and the high velocity tail winds, that are the main danger when flying in the Andes. Nor did they know of the air pockets that are treacherous and change the course of the airplane. The four men were killed and SEDT A was left without a promotor and an owner of the concession. The death of Hammer was a severe blow to SEDTA and it had to wait a long time for a new concession.

On July 30th, 1938 the dictator General Gil Alberto Enriquez Gallo made a contract with SEDTA and a stockholder's meeting was called to act on a new contract that introduced some modifications establishing as obligatory a twice a week round trip between Guayaquil and Quito. Within six months there were to be new services to other cities of Ecuador. The stamps were still sold by SEDTA and placed on sale in their own post offices, but in the new contract a special control was instituted; thus the delivery was to be made through Ecuador post offices within an hour after arrival of the SEDTA airplanes. The Ministry of Defense was to control the metereological stations to be set up by SEDTA and the radio controls and SEDTA had to carry an Ecuadorian co-pilot. For these conditions SEDTA would receive from the Government of Ecuador $15,000 and an equivalent in sucres of 60,000 Deutsche Marks in gold, for the acquisition of material and for payment of the necessary equipment. The Bank Lucinda Ahneida & Co. guaranteed the operation, because Almeida, an Ecuadorian banker, was the agent in Quito for all the German banks and was also the commercial agent of the German Embassy and a cover for the interests of the German government in Ecuador.

SEDTA started its services, but on August 10th 1938 a new Congress ousted dictator Enriquez. The National Assembly of 1938 ordered new modifications of the original contracts in the Legislative Decree of September 21st, 1938, such as: That SEDT A before starting a new route had to confer with the Ministry of Defense and report the route to be followed and also that all belongings of SEDTA once in Ecuadorian territory were the property of the Ecuadorian Government and the Ministry of Defense and none could be taken out of Ecuador, in case the contract was declared void; no 1belongings could be mortgaged, nor sold, unless they had the previous authorization of the Ministry of Defense. Then the EXCLUSIVE concession was modified so that the Government of Ecuador could give a domestic route concession for air transportation to any other company on the same conditions.

SEDTA started flying the mails, but having no stamps it charged the additional rates adding to the ordinary mail rates, the words "Pago Porte" in ink or pencil and adding the quantity paid of 65 centavos for each letter up to 20 grams.

To avoid this confusing situation Lucinda Almeida asked the new president Dr. Manuel Maria Borrero, to comply with the specifications of the paragraph 4 of the original contract and thus by Decree No. 78, of November 10th, 1938, the Government of Ecuador ordered 400,000 obsolete postage stamps of 3 cents denomination to be overprinted in red with the words AEREO SEDT A and 0,65 (Scott C-64). The first day of use of the stamp on the SEDTA run was between Quito and Guayaquil, on November 17th, 1938; no special cachet was placed but many letters were sent and lost, while the few philatelists who had the notice that it was a first day of the stamp, just had time to ibuy the stamp and apply it to their envelopes and to write with a typewriter the description that it was the first day of sale. These covers are very scarce. The genuine covers have the date November 17th, 1938 both in the Quito postmark on top of the stamp and on the Guayaquil postmark on reception of each cover at Guayaquil. -(To be continued)


South African Airmails A Chronological Lis:ting, Indicating

The History and Development of :the Airmails of Sou.th Africa and Sou:th West Africa (con:tinued)

By Capt. M. F. Stern, A.R.I.B.A., F.R.G.S. COoypright reserved) .

• March 31, 1931 - Commander Glen Kidston's Record Flight: London to Cape: Commander Glen Kidston, accompanied by Lieut. 0. Cathcart Jones left

Netheravon aerodrome on March 31, 1931 in an American Lockheed Vego monoplane for Cape Town, via Naples, Malta, Cairo, Malakal, Kisumu, Bulawayo, Lichtenburg, Pretoria. The flight was completed in 6 days 11 hours ( 56 flying hours). In addition to a private letter to Bulawayo, there were 20 special covers carried inscribed 'The Glen Kidston London-Cape Town Flight - Lockheed Vega G.ABGK' (postmark Netheravon March 30 and his Cape Town April 7, 1931. Some covers are autographed. Kidston with Capt Gladstone of the 1927 Kisumu mails in a Puss Moth crashed on a tour of South Africa and were killed. August 1931 - Provisional Internal Air Services, South West Africa:

In 1930 when negotiations were proceeding for the proposed Imperial Airways Service London to Cape Town, it was deemed necessary to establish a weekly service between Windhoek in South West Africa with Kimberley (Cape) to make connection ~ith the Imperial Airways Service. Tenders were called and the successful :bidders were the Junkers Flugzeugwerk Aktiensgeselsc'liaft of Dessau, Germany. S.W.A.Airways was formed by the Junkers Company and Junkers A-50 machines sent to operate the service. Meanwhile the Imperial Airways service was postponed and it was decided by the Administration to utilize the services of the Company for a provisional service within South West Africa. Three services were put into operation: ( 1) Northern Service: Windhoek-Okahandja-OmaruraOtjiwarongo-Tsumeb-Grootfontein (Weekly. August l, 1931 to February 15, 1932) inaugurated by Capt. F. C. J. Fry, a British war pilot: (2) Southern Service: Windhoek-Rehoboth-Mariental-Keetmashoop (weekly. August 5 to December 4, 1931): ( 3) Costal Service: Windhoek-Okahandja-Karibib-Swakopmund-Walvis Bay (August 11 to December 14, 1931). Special airmail cachets were used at the twelve air mail centers. 1Stamps used were the two South African airmails overprinted S.W.A. and also the two South West African airmail stamps. November 13, 1931 - iFirst South African Airmail Disaster:

On Friday, November 13, 1931, Capt. W. F. Davenport with two passengers, flying the mail from Port Elizabeth to Cape Town encountered a terrific gale over the Sir Lowry's Pass, about 30 miles from Cape Town. The machine crashed into the mountains and burst into flames. The pilot and passengers were incinerated but a few bundles of mail escaped the full ravage of fire (about 600 pieces), Such as could be identified were posted by the postal authorities in envelopes with certificates. These items are particularly rare. December 9 to 21, 1931 - Special Christmas Mail: London to Cape Town by

Imperial Airways: The extension of the Imperial Airways services in Africa to Cape Town had

been fixed for January 20, 1932 but it was decided to make use of the machines being flown to South Africa for the opening of the regular service to despatch a special Christmas mail to R<hodesia and South Africa. This mail was despatched December 9 with mail destined .for East Africa. Imperial Airways had prepared a

THE AffiPOST JOURNAL, SEPTEMBER, 1962 395

special envelope depicting a Spring]bok. The route was as follows: London-Paris (air), Paris-Brindisi (rail) and thence by air Brindisi-Athens-Alexandria-CairoKhartoum-Kisum u-N airobi-Mbeya-Salis bury-Germiston-Ca pe Town. At Kimberley connection was made with South West Africa Airways to Windhoek. Approximately 518 lbs. of mail contained in 41 bags was taken off at Johannesburg and backstamped "21 Dec. 31. 3.30 a,m.". Some interesting cachets were applied several points en route. Imperial Airways sent special New Years Greeting cards to firms bearing the wording "And I finally concluded that if I did not fly thither it was impossible to make the journey". (The Travels and Adventures of Pero Tafur, 1435-39). Mail was also backstamped 21 Dec. 31. 8.0 •p.m. at Cape Town.

The route December 19 to 21 in South Africa was Pietersburg-JohannesburgKimberley-Victoria West-Cape Town. December 19, 1931 - Upington-Kimberley ex Windhoek by S.W.A.A.:

Some of this mail was addressed to Cape Town and connected with the Christmas mails carried by Imperial Airways. -

December 21, 1931 - Kimberley-Windhoek by S.W.A.A.: This was the connecting mail with the Ohristmas mails carried by Imperial

Airways. A special cachet was applied at Windhoek. Mails were also addressed to other points such as Grootfontein. The route was Kirn!berley-Upington-Keemanshoop-Mariental-Windhoek. January 20 to February 2, 1932 - First Regular Service: London-Cape Town

by Imperial Airways: The same route as the Christmas flight was utilized. The section Paris to

Brindisi was still by rail due to political considerations. At Moshi the mails and passengers were taken to Mbalazi aerodrome 10 miles away as the plane was unable to take off the rain-soaked aerodrome at Moshi. Space here does not allow for the interesting story of the mails to Cape Town, Owing to difficulties in connection with the mails from Cape Town, carried 1by a Puss Moth piloted by M. H. Pearce of the Rhodesian Aviation Company from Broken Hill to Johannesburg, the passengers had to go by rail. Mails were carried from many countries including the United States. Again special cachets were applied en route, and a special envelope was issued by Imperial Airways showing the Speed Bird and wording 'Eerste Gereelde Lugpos London-Kaapstad'. Circular letters were sent by Imperial Airways to business


firms in South Africa to announce the establishment of the service. Mails were backstamped Cape Town 2 Feb. 32. 7 p.m. January 26 :to 27, 1932 - Regular 'Feeder' Service: Windhoek-Kimberley:

operated by S.W.A. Airway.s: Of interest was an airmail from Grootfontein despatched January 25th.

Capt. A. 0. Wright was the pilot. The machine waited over at Kiinlberley for the mails from England, until .February 2. Although there had !been previously an airmail flight between Windhoek and Kiinberley, a "First Air Mail" .cachet was applied to the mail despatched (January 26) and received (February 2) at Windhoek; in addition a small metal die 'Air Mail' postmark was placed on despatches from Windhoek. For three years S.W.A. Airways operated the service until February 1, 1935 when it was taken over by South African Airways. An interesting and rare cover is that carried from Grootfontein to Boma (lower Belgian Congo). This was via the air route S.W.A.Airways to Kiinberley and then by Imperial Airways to Broken Hill from whence despatched to the Congo.

January 27 lo February 16, 1932 - Firs! Cape-Lond~n Mail: Cecil Rhodes has envisaged a transport system from Cape to Cairo and this

now was achieved. It was a fitting gesture to South Africa that Imperial Airways selected for its commander Capt. R. F. Caspareuthus to command the first section of the flight. After leaving Salisbury on January 29 the plane was stranded in a swamp near Broken Hill and mail did not arrive at Broken Hill until February 4, when it was conveyed on the second flight from Cape Town. The plane which was on its way on the first regular flight from London went on a search as mentioned before. This mail included the first through mails lby air to India, Dutch East Indies, and French Indo-China, as also covers to Canada and America, these mails reaching New York on F~bruary 23. An interesting cover is that sent to British Guiana, which bears the cancellation 'Air Mail Field Feb. 24. 1932' and 'Air Mail G.P.O. British Guiana 28 Feb.'. Some 200 Speedbird envelopes arrived in tiine for use on this flight. February 2, 1932 - Return first Regular flights: S.W.A.Airways: Kimberley

Windhoek: Mails were also sent to Grootfontein. Due to a mistake some mails were not


carried until the second flight on February 9.

March - James Mollison's Record Flight: London-Cape: He left Lympne in a light D. H. Puss Moth and completed the West Coast

route in 4 days 17 hours 30 minutes. The only souvenir is the cover of a package addressed to the Rand Daily Mail. This flight broke the previous record held by Mr. Gordon Store and Miss Salamon, but was by a shorter route.

March 5, 1932 - First mail: Athens-Windhoek: Covers bear a special cachet in three lines 'Inauguration of Airmail Service/

Greece-South West Africa/5. III. 1932'.

April 17, 1932 - Flight Goulette and Salel: Paris to Cape Town: This was also a record flight. Tihey left Bourget airport (Paris ) on April 17

arriving Cape Town on April 21, 1932 - a record of 3 days 17 hours 15 minutes in a Farman F. 190 monoplane. Route was via Niamey, Libreville and. Walvis Bay. They remained in Cape Town and apparently attempted no record flight on the return flight. Goulette and Salel were well known for previous famous flights.

April 21, 1932 - Attempted Record Flight: Oscar Garden: Cape Town-London: Garden left Wynberg, Cape Town in a light Spartan Hermes biplane to fly

to London via Bulawayo, Salisbury, Mpika, Lake Victoria, Juba, Khartoum, Cairo and Southern France. News was received that he reached Broken Hill on April 22. The next and final news was that he had cra!>hed at Abercorn on April 22 and the flight a!bandoned. 20 covers were carried and these received a three-line cachet 'Accident at Aebrcorn - 22nd April 1932 - Flight abandoned'. Garden ran the first South African Flying Circus.

May 18, 1932 - Special De A•ar Mail: On the occasion of the opening of the aerodrome ( 40th registered in South

Africa) at De Aar, special arrangements were made for airmails to be conveyed by the "City of Delhi" from Ca<pe Town and Victoria West to De Aar, and from De Aar to Johannesburg and destinations beyond South Africa by Imperial Airways. The plane was commanded by Capt. F. C. Elliot-Wilson, a South African pilot.

August 26, 1932 - Feeder Service Broken Hill-Elizabethville (Belgian Congo):

There is no record of any connecting mail having been despatched from South Africa by the service which left Cape Town on August 24.

October 1, 1932 - Special Air Mail Rate for Postcards:

This was introduced by Britain but first use in South Africa was the Pietersburg-Germiston stage of Imperial Airways The first flight Cape-London was that leaving Cape Town Octdber 5th and Windhoek Octdber 4, arriving London October 16. Rate of 5d. was half that applying to letters. The rate in South Africa was 2d. and was in us13 on October 1.

September 28,, 1932 - Extension Imperial Airways and Tata Sons: LondonKarachi-Ahmedabad-Bombay-Bellary.;Madras:

This left London on Octdber 8, 1932. The connecting mail from South Africa left Cape Town on September 28, waiting over at Cairo for five days. A small mail was sent from South Africa. Mail received the special cachet and reached Madras on October 18. The return flight left Madras on October 17 and mail reached Cape Town on October 30.

(To be continued)


New Australian Aerogrammes Sixth World Power Co,nference

The Postmaster-General has announced that a special lOd. aerogramme significant of the Sixth World Conference, will be issued at all Post Offices on Wed., 10th October, 1962, and will remain on sale for approximately .two and a half weeks. The special aerogramme will be printed in red and yellow and will include a representation of the Conference emblem on the left side. The Conference will be held at the University of Melbourne over the period October 20-27, 1962. To meet the convenience of perticipants, a temparary Post Office will ibe opened at the Conference venue from October 19-27, and this office will use a commemorative postmarker. Collectors wishing to obtain impressions of this postmark may lodge fully addressed and stamped covers at the Philatelic Bureau, G.P.O., Melbourne, up to October 18, and thereafter at the temporary post office.

7th British Em.pire and Commenwealf:h Games in Perth Along with two postage stamps, a

special aerogramme to commemorate the 7th British Empire and Commenwealth Games in Perth will he issued at all post offices on Nov. 1, 1962 and will remain on sale for approximately 4 weeks. The lOd. commemorative areogramme is being produced in multi-color photo-

gravure at the Note Printing Branch, Reserve Bank of Australia. The overall design was the work of artist-engravers at the Note Printing Branch. The stamp design comprises a representation of the Arms of Perth, and the decorative motif to appear on the left side of the address face was adapter from a design by Mr. V. Macha of Gooseberry Hill, Western Australia. Colors of the aerogramme will be blue, red, yellow, and olive-green.

Genuine - Autographed

·Cal·braith Perry Rodgers l st Transcontinental Flight

50th Anniversary 1911 - 1961

·Cachets - Cards stamped by post office at Pasadena November 5, 1961. Autographed by his widow and .. Wiggie' his "kid" me-chanic.

$2.00 each (Unautographed at $1.00)

While they last - Plus lOc for mailing

Address:

Mrs. Cal Rodge,rs Wiggin 1150-71st St. Miami Beach., Fla


400

LONG At Your Service

Regardless of whether you are buying or

selling, you will likely find The Depart

ment Store of Philately able and willing

to help you.

Your inquiries coupled with your A.A.M.S.

membership number will he welcomed.

A large and varied stock of stamps, seals

and covers will he found as close to you as

your mailbox. A complete line of albums,

catalogs and supplements is maintained in

the Elbe, Scott, Minkus and White Ace

line. You may send your ord~rs for

prompt attention: all orders of $2.00 or

more sent Postfree anywhere in The U.S.A.

Interesting covers are always available on

approval. As you know, you can't buy

covers from a price list! You'll find un

usual an·d even unique covers in Long's

stock, available to you on approval on

request. Write today!

IEILlUIER Ro JL(()) ~<Gr

THE AIRPOST JOURNAL, SEPTEMBER, 1962

ON SERVICE Delp at Auction

Each month you may acquire fine phila·

telic properties in our Mail Auction Sales.

The current sale includes numerous air-

mail stamps as well as covers which may

he of interest to ~ou.

H you receive catalogs regularly, be sure

to scan the offers and mail your bid sheet

today! H you do not have the current

catalog, aek for your Free Auction Catalog

and look it over!

All bidding is done by mail and you have

equal opportunity to obtain these stamps,

covers and collections!

We have held more than 350 monthly

sales over the past thirty years. Let me

know how I can he of help to YOU!

2 2 NOR 'IrlHI 2 ~ID> S'Ir o 9

IHl.A\RRllSIBUURG, IP A\o

Life Member: AAMS

APS SPA


You Can Fool Some of the People . • •

• In the years since becoming editor of the Airpost J ow:nal, in ·

August, 1956, we have seen many controversial subjects cross our desk. We've not taken stands, except in one or two cases where we've felt something was so wrong, it should be commented upon. Well, then, here's another.

We've been building up a slow burn for a long time about the methods brazenly taken by governments, agencies, counterfeiters, unethical dealers, and other schemers to mulct the dollars from the "unsuspecting" collectors. It's needless to deny that such operations exist, and continue to grow, and it's equally unnecessary to comment on the fact that collectors, gullible or otherwise, go for it.

Being cheated is a propensity that probably is inborn in human nature. We all, for one reason or another, are prone to it. Only sometimes does someone resist it, and then some bold individual makes a "holler" and the unsuspecting become aware. But how long does it last? And does it stop anything?

If government X issues a $7.00 souvenir sheet for maleria (it would be all right with us, if they used the proceeds to combat maleria), one cannot possibly have a complete "Maleria" collection without it. Whether he's warned not to buy it, or whether it's ugly isn'! important to Joe Collector-it has to go into his book because it's "Maleria"-and so the sucker comes through, although he's been warned. To err is one of the fundamental cornerstones of human character; to err deliberately and knowingly is a prerogative of everyone. So-despite warnings and

black blots-Joe shells out his seven bucks-and even if Gibbons or Scott decides not to list that particular "stamp", Joe knows he's got something that cost him $7.00 and it completes "maleria".

There's really only one way to prevent this. No one can stop a government from issuing such a stamp. We know that if the dealers, :who after all are in business to make a buck, and who are the principal source of distribution of all philatelic material to the collector, can be shown that after all they coukl be cutting their throats as far as the future is concerned, then maybe the flood of junk would hack up, and be destroyed.

Let's make this a bit more understandable. We point the finger at the dealers. If they would completely cooperate, through their associations and through using their heads, this flow could dry up. They still can do pretty well selling legitimate issues. 402 THE AIRPOST JOURNAL, SEPTEMBER, 1962

What popped our cork on this was an advertisement that appeared in the Philatelic Trader, an English weekly for dealers, issue of July 20, 1962. This ad starts out: "Ghana Remainders. They are selling well. It is almost impossible to tell them from postally used when the gum is washed off. You could be suspicious because they are fine cancelled copies ... " Anybody for Ghana Remainders? The trouble with such ads as these is that they go out to dealers-not to collectors. And one thing struck us, also-ironically in the address is the designation "Philatelic Factory"-amen ! Brother, amen!

In the same issue of the above mentioned magazme, the lead article is headed "Stamp Robberies are now Big Business". You can apply that same head to our discussion here!

YOU CAN'T STOP US FROM BUYING JUNK IF IT'S FOR SALE; BUT YOU CAN STOP US, IF YOU DON'T HANDLE IT!

Airport Dedications By WILLIAM T. WYNN

13537 Rockdale, Detroit 23, Mich.

A model plane airport was dedicated on May 30, and 161 covers were mailed without cachet. Thanks are due Steve Reinl1ard for covering this very short notice event for collectors. - Flin Flon, Man. Canada held dedication of municipal airport on May 26. 14 covers were mailed with Chamber of Commerce inscription and another 10 covers without cachet. - Covers were mailed May 6, without cachet from Wharton Texas that may be a dedication. - Red Oak, la. covers of May 6 are for runway dedication only. - Cambridge, Nebr. held a dedication on April 29, but we know of no covers mailed. - The covers from Traer, Iowa on Aug. 27, 1961 are OK as dedications. There were 300 mailed. -Rexall Heliport at Los Angeles, Calif. was dedicated on April 5, with very few covers mailed. - Oka Lacka, Fla. held dedication on Feb. 22 and 6 covers mailed. - Glenview Hospital H eliport was dedicated on Mar. 24th, at Fort Worth, Texas and again few covers are known.'

Several events are due on June 3 and those with cards sent us for such news have lbeen notified. - Clermont and El-

gin, Iowa were scheduled for July 1 -Humboldt, Iowa due Sept. 16. - Falls of Rough, Ky. is due SOON, with covers to Postmaster.

Rir Post

Stamps Are Frequently Offered

In Our General Sales Fully Accurately

illustrated described auction catalogues, gratis

And when you come to sell . . . write :for <>Ur booklet,

"MODERN METHODS OF PHILATELIC SELLING"

explaining clearly all the advantages of selling through . . .

H. R. HARMER, INC The C(J,S'flary Auctioneers

6 West 48th St., New York 36, N.Y.


C. A. M. COVER NOTES By William R. Ware, P. o. Box 595, Malden, Mo.

NEWS The decision in the Southern Trans

continental Service Case was of major importance to the collector in that it provided new service by five Trunk Lines across the Southern States, producing numerous covers for the collector. Carriers involved were Delta Air Lines, National Airlines, Eastern Air Lines, American Airlines and Continental Air Lines. Service was initially started on June 11, 1961 by all carriers. Our chronicle at this time will pertain to the extension of Delta's service to Los Angeles, Calif., San Diego, Calif., Las Vegas, Nev., and San Francisco, Calif., via AM Rt. #24.

AM ROUTE #24 - EXTENSION TO LOS ANGELES AND SAN DIEGO: On June 11, 1961, Delta's Route #24, was extended to Los Angeles by flights from Fort Worth with service to San Diego being provided by flights from Dallas.

The inaugural flight from Fort Worth to Los Angeles was made by Capt. S. W. Hopkins in charge of Flight #885. 1202 pieces of mail were carried from Fort Worth and 1102 pieces from Fort Worth AMF Flight was nonstop to Los Angeles. Mail from Fort Worth was postmarked at 12:30 P.M. and that from Fort Worth A!MF at 1 P.M. with backstamp of 4:30 P.M. at Los Angeles .ArMF. The return flight from Los Angeles was made by Capt. Norman Topshe operating Flight #820 with 8030 pieces of mail from Los Angeles postmarked 1:30 A.M. and 1264 pieces from Los Angeles AMF at 2 A.M., all subsequently backstamped at Dallas AMF at 7 A.M. The Dallas backstamp on the Eastbound mail was due to the

• from Dallas which was flown by Capt. P. W. Bennett. 858 pieces of mail went from Dallas, postmarked at 7 P.M. and 1191 pieces from Dallas AMF postmarked 6:30 P.M. This mail was backstamped at San Diego at 1 A.M. June 12th, since this was an evening flight departing Dallas at 7:45 P.M., June 11th. The inaugural Westbound flight from San Diego was made by Capt. P. A. Storm, Flight #708, with 1125 pieces of mail from San Diego postmarked at 12:30 A.M. which was subsequently backstamped at Dallas AMF at 7 A.M. Official cachets were applied in blue at Dallas, magenta at Dallas AMF and purple at San Diego.

AM Route #24 - Extension to Las Vegas, Nev.: Although Las Vegas was awarded service as an intermediate point between Dallas and San Francisco, service was inaugurated to Las Vegas only on July 1, 1961 with the inaugural Eastbound flight from Las Vegas being made on July 2, 1961.

The inaugural Westbound flight from Dallas was made by Capt. R. B. Reinhart operating Flight #711. Ile took 1137 pieces of mail from Dallas postmarked at 7 P.M. and 1290 pieces from Dallas AMF, also postmarked at 7 P.M.; subsequently backstamped at Las Vegas at 12:30 A.M., July 2nd. The inaugural Eastbound flight #710 from Las Vegas was made by Capt. Reinhart with 2060 pieces from Las Vegas postmarked at 1 A.M., July 2, 1961 being backstamped at Dallas A!MF at 7 A.M., same date. Official cachets were applied in blue at Dallas, magenta at Dallas AMF and green at Las Vegas.

fact that the Eastbound flight operated AM Route #24 - Extension to San Los Angeles to Dallas although the Francisco: Service was finally completed Westbound flight operated Fort Worth to San Francisco with flights from Dallas to Los Angeles. Official cachets were on Oct. 13, 1961 with the inaugural used at all offices, green at Fort Worth, Eastbound flight from San Francisco on black at Fort Worth AMF, purple at Oct. 15, 1961. As Las Vegas was not Los Angeles and green at Los Angeles permitted to dispatch Westbound via this .ArMF. The heavy mail from Los Angeles route, Westbound covers from Las Vegas largely represented commercial mail. via this route do not exist; the flights

Service to San Diego was also inaugu- serving San Francisco ope:ated non-stop rated on June 11, 1961 by Flight #707 between Dallas and San Francisco.


The inaugural Westbound flight to San Francisco was made by Capt. G. 0. Wright as flight #891. These were 1677 pieces from Dallas and 2159 pieces from Dallas AMF. Dallas mail was postmarked at 7 P.M. with the AMF postmarking at 8 P.M., with backstamp of 10 P.M. being applied at San Francisco, same date. The return flight from San Francisco was also made by Capt. Wright as Flight #890 on October 15th. 1621 pieces of mail went from San Francisco postmarked at 12:30 A.M. and 1651 pieces from San Francisco AMF post-

marked at 1 A.M., Oct. 15th, being backstamped at Dallas AMF at 7 AM same date. Official cachets were applied in blue at Dallas, magenta at Dallas AMF, black at San Francisco and magenta at San Francisco AMF. Although all service to San Francisco, Los Angeles, San Diego and Las Vegas was provided by Route #24, the official cachets carried the designation AM #8, the current practice of the Post Office Department being to use the lowest route number for whieh the Carrier holds a certificate.

SECRETARY'S REPORT AT THE 1962 CONVENTION

Membership - 8/31/61 .............................................................................................. 1042

New Members ........................... 70 Reinstated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Deceased ( 10) Resigned ( 30)

Analysis of Membership Honorary 11 Honorary Life 11 Life 92 Waived 7

Regular 846 Delinquent 58

1030

Dropped ( 50) ..................... . Membership 6/20/62

NEW LIFE MEMBERS #104 Wm. R. Ware 105 Jdhn G. Kunz 106 John S. Davis 107 R. E. R. Dalwick 108 Albert N. Brown 109 Geo. L. Lee

MEMBERS REPORTED DECEASED

78

1120 .... 90

1030

Jon J. Rezek Alfred Butler Anton Hobling

C. F. Sponholz Wm. C. Webb Aug. Rosquist

J. M. Clarkson Chas. Barrows Wm. H. Pluchel

Teresa A. Zaun Geo. W. Angers

NEW MEMBER·S SECURED BY

J. J. Matejka 4 M. M. Smoll 1 G. K. Kingdom 1 J. Eisendrath 4 J. S. Langabeer 1 C. J. Molnar 1 R. W. Murch 3 S. Zuckerman 1 A. Glatz lh" S. Goldsticker 21h" T. E. Gift 1 F. Kleinert 2 H. Kleinert 1 H. Westbrooks 2 W. R.Guthrie 1


Jet Topical Collecting By Lawrence N. D·e Mars

• Editor's note: A variation of this ar- In collecting "Jets on Stamps," you ticle appeared in "Topical Time'', in become quite interested in the operaJanuary, 1961. The checklist with this tion of a jet airplane. A topical collecarticle brings listings up to date. tor does not merely purchase a jet

Today we live in a Jet Age. Jet air- stamp, mount it in his album with perplanes bring cities and countries closer haps a small write-up, and then sit back together, thus helping us to understand and feel the job is done. This topic better how people live in other parts creates a desire to study and do reof the world. search on the facts and data available

At least a thousand cities are served about the various types and models of in the United States by scheduled air- jet planes, such as speed, altitude, enlines, and service to foreign cities adds gine, seating capacity, wingspan, etc. several thousand mme. Data on Russian jet planes may be

The jet airliner is playing a major difficul~ to obtain, but with a little efrole in helping to make far-off places fort, this proble~ can be overcome. more accessible. Pure-jet airliners were At least 24 different models, from six developed in a number of countries after ~ountries, showing b:ith pure and propWorld War II. The British De Havilland 1et planes, have been portrayed. Comet, which began regular flights from Recently, in compiling a check list of London to South Africa in 1952, was the "Jets on Stamps," including postal stafirst pure-jet airliner to go into commer- tionery, it was surprising to find approxcial operation, imately 100 stamps of 36 countries have

Before we proceed, however, it would already been issued with jets, in one :be well to explain the difference be- form or another, pictured on them. I tween pure and prop jet planes. have noted, also, at least a dozen more

Both have gas-turbine engines and stamps on which more research will have need outside air for combustion within. to be undertaken in order to determine

The prop jet has a propeller for more whether the planes shown are actually efficiency. The propeller acts as an air jets. brake in landing. A prop-jet engine both Various types of jet airliners are pic-pulls and pushes the plane. tured on stamps. Examples include Amer-

A pure jet creates a powerful thrust ican Boeing 707, Convair 600, Douglas to the rear, which pushes the plane for, DC-8, French Caravelle, British Comward. Because of its great speed and et, and several types of Russian jets. little resistance to air, the pure jet re- The Douglas DC-8 is shown on a set quires a much longer runway than the of two from The Netherlands, honoring prop jet. . the 40th anniversary of KLM Royal

It is amazing to note that the wing Dutch Airlines. The DC-8 was the first span on most of our modern jet airlin- American pure jet designed to carry pasers is about 20 feet longer than the dis- sengers. tance covered by the Wright brothers Belgium issued a stamp to promote first flight over 50 years ago. interest in Sabena Airlines, and the jet

The topic, "Jets on Stamps," does not plane used on them, the Boeing 707. restrict you to collecting stamps only, A British Comet is shown on stamps but provides other fields of jet philat- of Argentina, Chile, Monaco and a reely, such as first flight jet covers, pho- cent aerogramme of Australia. tos of jet planes, airline labels picturing The French Caravelle is portrayed on jets, maximum cards, and also meter stamps of France, St. Pierre et Mique-postmarks showing jet planes. These Ion, Reunion and Brazil. postmarks are used mostly by various Several makes and models of jet fight-scheduled airlines. er planes are also shown. Some of these


------------------- --·--·

include the American F-86 Sabre jet, Brithish Hawker Hunter, Russian MIG and the French Mystere IV. Even a jet trainer has appeared on a stamp from· France.

One advantage in collecting "Jets on Stamps" is that if you start now, wit4 a small sum of monEy, you can still form an almost-complete collection in a short period, and therefore be in on the ground floor of a topic that in the near future promises to become one of the most popular topical stamp subjects collected.

More and more countries are becoming aware of the Jet Age in aviation. It is therefore quite certain that dozens of stamps will be issued in the not-toodistant future, picturing jets. Also, most airlines are CO!lstantly opening new jet flights to various cities, so a steady source of first flight jet covers will be available.

Equally important is the fact that as airplane manufacturers continue to improve present jet planes and eventually produce entirely new and different models, more stamps, more first flight jct covers, more photo~ and more postalmeter cancellations will appear, thus a

COUNTRY:

Albania Albania

SCOTT#

531,533 574-576

."IC5-7 ' C74

never-ending realm ot stimulating ITJterest wil! result in this new phase of topical coHecting: "Jets on Stamps."

Adding tu interest of this new topical subject will be the word-of-mouth discussion of the "Llpcoming, more frequent travel by jets. Partially responsible for this will be the new and larger jet airliner soon to be placed in service. It is the British Overseas Airways Corporation Vickers VC-10, which will be capable of carrying 212 passengers over the Atlantic, at a speed of 600 miles per hour.

In collecting first flight jet , covers, it is interesting to note that for a few pennies investment today by those who service their own covers, a collection worth many times the original investment can be formed in a short period of time.

Collecting "Jets on Stamps" is in its primary stage as a topic, so now is the time to start this new and interesting topical collection. This topic truly will bring forth a host of new discoveries. Its future holds much promise for pleasure, profit, philatelic fun and knowledge.

..

TYPE OF PLANE

Jet fighter Tupolev-104

Caravelle

Kessler# 9 (Aerogramme) .. 10 It

13 205

499 B669-671

" Official

Andorra

Argentina

Ai'.IB'tralia Australia Australia Australia

Belgium Belgium Belgium Belgium

Kessler# 13 Aerogramme) 15

Comet IV

Comet IV Comet IV Boeing 707 Comet IV

Boeing 707 Boeing 707 Boeing 707 Boeing 707

Caravelle

Tupolev-104

Tupolev-104

Boeing 707

Avro CF-105

Silhouette

Boeing 707

Boeing 707

Comet IV

Brazil

Bulgaria

Cambodia

Cameroons

Canada

"fjC91 C78 (Perf. & Imperf.)

105, 105a (sheet)

C37

383

Canal Zone Sanabria SC-7 (Postcard)

Central African Republic C5

Chad

Chile Chile Chile

China

C6

C178, C187 Cl79, Cl88 C174, C185

C66

Beechcraft Jet Mentor DeHavilland Vampire

No. American F86


China China China China

Colombia Colombia

Congo Republic Congo Republic

Cuba Cuba

Curacao

Czechoslovakia Czechoslovakia

Dahomey

Denmark

Ecuador

Egypt

Fiji

France France France France France France France

Fr. Polynesia

Gabon

Germany East Germany East Germany East

Ghana Ghana

Gibraltar Gibraltar

Haiti Haiti Haiti Haiti Haiti Haiti Haiti

Hungary Hungary Hungary Hungary Hungary

India India

Indonesia

Iraq

Ireland

Israel

Italy Italy Italy Italy

1204 C70-72 1320 1320 (SPECIMEN)

C404, C410 C411-413

C5 J45

C126, C126a (sheet) C200

'268

722 C45-46

C17

380

C263

408

'168 C29 (Per£. & Imper£.) C31 C34 C35 C38 C39 925

C28

C5

Cl-7 409 598

35 C3-4

139 154

Cl71, C175 Cl 72-174,Cl 76 C176a (sheet) C01-5a CB32-33 CB34 CB34a (sheet)

C156 (Per£. & Imperf.) C174 C188 C194 1389

300-301 337

449

183

177-178

128

C106,C108,Cl10 C112 lLNC-1,4,7 C114-115,C131,C136


Republic F84G No. American F86 Convair 880 Convair 880

Boeing 707 Boeing 707


Convair Fl02a Jet fighter

DC-8

Jet fighter Tupolev-104

Boeing 707

DC-8

Stylized

Mig 15 & Il-28

Boeing 707 & Comet IV

Mystere IV Ma gist er Morane Saulnier MS760 Caravelle Morane Saulnier MS760 Caravelle Stylized

DC-8

Boeing 707

Stylized Veb-152 Mig 15

Vickers VC-10 Stylized

English Electric Canberra Silhouette

Caravelle Boeing 707 Boeing 707 & Caravelle Boeing 707 & Caravelle Caravelle Boeing 707 Boeing 707 & Caravelle

Mig 15 Tupolev-104 Silhouette Tupolev-104 Silhouette

Hawker Hunter Boeing 707

DeHavilland Vampire

DeHavilland Vampire

Boeing 707

Mystere IV

Campini CC-2 Campini CC-2 Campini CC-2 Campini CC-2

Italy Italy

Ivory Coast

Japan

Jugoslavta

Katanga

Koreo North Korea North Korea North

Korea South Korea South Korea South Korea South

Liechtenstein Liechtenstein Liechtenstein

Lundy Is.

Macao

Mauritania

Mexico

Monaco Monaco

Morocco

Netherlands

:Nk'aragua

Niger Republic Niger Republic

Norway

Pakistan

Panama Panama

Paraguay

Philippine Is. Philippine Is.

Poland Poland Poland

Reunion Reunion Reunion Reunion

832-834 834 (1st Prtg. Magenta)

Cl:;

700

:C59-60

No Scott# Air Katanga 2 vals. 1961

Gibbons# NK 55 NK 75 (Per. & Imperf.) NK 89

291-291a (sheet) 301-30la (sheet) 329-329a (sheet) C23-26

C35 C36 C37

Sanabria# 568,574,580,586

Cl6-20

C17

C253

J51 (Perf. & Imperf.) 381,383,384

C4

381-382

756,C347

C20-21 C22

388

159

C240-242 (Peri. & Imper.f.) RA41

C281

C83-84 847

CBl,la (sheet) 799,800,803 863

C42 C44 C46 C49

Rhodesia & Nyasaland Rhodesia & Nyasaland

156 182

1008 1101 C55 C83 Clll

Romania Romania Romania Romania Romania

Russia Russia Russia Russia Russia Russia Russia Russia

2086 (Perf. & Imperf.) 2101 (Perf. & Imperf.) 2106,2106a (sheet) 2148 (Peri. & Imperf.) 2149 2239-40

Aerogramme 1958 Postal Centenary 2497-2499

DC-8 DC-8

Boeing 707

DC-8

Silhouette

Boeing 707

Mig 15 Mig 15 Mig 15

Jet fighters Stylized Stylized DC-8

Boeing 707 Convair 600 or 900 DC-8

Comet II

Boeing 707

Boeing 707

DC-8

Comet II Comet II

Caravelle

DC-8

No. American F86


DC-8

Boeing 707 (720)


Boeing 707

No. American F86 No. American F86

Stylized Stylized Stylized

Mystere IV Magister Caravelle Caravelle

Comet IV Comet IV

Bison Bomber (Russian) Yakovlev-25 Mig 15 Mig 15 Silhouette

Tupolev-104 Tupolev-104 Tupolev-104 Tupolev-104 Tupolev-110 Tupolev-104 Tupolev-104 Silhouette


Russia

St. Pierre & Miql1elon

Salvador

Senegal

Somaiia

Spain

Surinam

Sweden

Switzerland

Syria

Thomond Prin. No Scott # Thomond Principality

Togo

Trieste Zone A.

Turkey Turkey

Union of South Africa

United Arab Republic United Nations

United Nations United Nations

United States United States United States United States United States United States United States United States (Air Letters)

Upper Volta

Uruguay Uruguay

Yemen

About Our Cover -

2518 ~:: __ :iuette

C21-22 (Perf. & Imperf.) Caravelle

707-712 Silhouette

C30 Boeing 707

C75-81 Silhouette

1044 No. American

281 Boeing 707

567-568 DC-8

381 DC-8

Cl93 (Perf. & Imperf.) Jet fighter

(2 vals. 1961-Regular issue) DC-8 2 vals. above ovpt. EUROPADC-8

407,410a (sheet Stylized

Cl,4,6,17,19,20,22 Campini CC-2

B72 Jet fighters 1516-1517 Stylized

280 Boeing 707

C6 Silhouette C7 Stylized

U3,U3a (Stamped envelope) Stylized UC4 (1st and 2nd Prtg. A'let'r) Stylized

1017 Jet fighter C47 Jet fighter 1091 Jet fighter C49 B52 &F104 C51,C5la,C52 C57-59,C62-63 C60,C60a,C61 UC32,33,33a34,34a,35

C4

C211-222 C226-232

C23 (Perf. & Imperf.)

Silhouette Silhouette Silhouette Silhouette

Boeing 707

Silhouette Silhouette

Comet IV

F86

Shell Aviation News, Number 287, provides the illustration of the roll-out of the first production VC-10 recently at Vickers Armstrongs' factory at Weybridge, England. This aircraft is the forerunner of more than 50 now starting to come off the production line. This is the newest of the jets to be seen in the skies.

Did You Get Your 1962 CONVENTION COVERS ?

Set of 3 cacheted covers cancelled each day of Miami Beach Convention - June 29, 30, July I - with AAMS Convention Station Cancel ............ 50c

Available: 1961 Co111Vention Covers: Set of 4: (3) cancelled each day with AAMS Convention Station Cancel at N.Y. and ( 1) helicopter cover with cachet and backstamp commemorating O vi n gton's 1911 airmail flight at Garden

410

City ......................................................... $1.00

Orders to:

THE AIRPOST JOURNAL, SEPTEMBER, 1962

Ruth T. Smith 102 Arbor Road Riverton, N. J.

--~-------------

Foreign Pioneer Airpost Flights 1909-1914 C. Special Postal Cancellations of the Pioneer Period

IV. THE F,J!RST POSTAL CANCELLATION FOR THE SOUTH EAST EUROPEAN AVIATION, BUDAPEST 1910

By Dr. Max Kronst:ein

• The use of special cancellations for important aviation events in Europe oc-

curred for the first time in France in August 1909, hut the practice spread as rapidly over the countries of Europe as the aiiplane shows themselves.

One reason for this quite uniform course of events was that in most of the International Aviation events of the first few years quite a few aviato:rs took part each time. Names like Paulham (on Farman biplane) or Farman himself or Rougier (on a Voisin biplane) appeared regularly, without much difference whether such events took place in central or western Europe. As the idea of the airplane spread further east, new personalities appeared at the shows, with different customs. The organizing groups seldom belonged to the same main organization, which meant that the postal cancellation for the new aviation events were very scarce.

There are no early postal cancellation known to us from early aviation in Russia. The Imperial All Russian Aero Club had 'been in Russia since 1908, but at the 1909 Petrograd Sport E~hibition there was only one aiiplane. It belonged to the Scotchman J. H. Mackencie-Kennedy, who had formed Russia's first aeronautic company in '.1.909. In 1910 there was an airplane school in Gatchew, outside of Petrograd. In 1910 an Aero Club Contest was held for the first flight from Petrograd to Moscow, completed and won by .Mr. Wassilieff. 11he same year Igor Sikorsky, later America's leading pioneer in the development of the helicopter, had built his first tractor biplane, followed by several more of a similar kind, which he developed with the help of an industrial company, the Russo-Baltic Works. Also in 1910 the Aero Club invited the French pioneer, Latham, to fly from the Jockey Club Race Course outside of Petrogard. Early reports call this demonstration flight a "failure". (Interesting data about this early period of aviation in Russia can be found in the book "Aerial Russia" by Lt. Col. Roustam Bek, p1J1blished by John Lane Co., London and New York in 1916)

None of these events has been documented in any commemorative manner or any cachets or postal cancellations. The first International Aviation Event in Russia was the International Aviation Week in Petrograd on May 8 to 15, 1910. The Emperor and his family appeared at the airfield. There was no special aviation cancellation in postal use. The .flights were not especially exciting, since the meeting took place during very poor weather conditions, with only May 10 and 11 presenting satisfactory flight conditions. Among foreign aviators were the Swiss aviator Edmond, the Danish Ohristiaens, winner of the Great Prize of St. Petersburg, Wienczier, and French Moran and the Baronnesse of Larache. Russian Aviator Mr. Popoff, not only was one of the main prize-money winners, but also won the Silver Trophy of the events for two long distance and high altitude flights. He was a pupil of Wilbur 'Vright in Paris, working there together with another Russian, Count Lambert, the first aviator to circle the Eiffel Tower in an airplane. His success in the International Aviation Week brought several more Russian officers to Paris to learn under Wilbur Wright. (Popoff himself soon afteIWards had a bad fall during one of his flights and ,became a permanent invalid). In 1911 Petrograd had a first International Aviation Exhibition. But from all these no aerophilatelic documentations are known.


On June 3, 1913 there was an air despatoh of o'fficial documents, when Lt. Ouchakoff and Lt. Effinoff, both on Nieuport monoplanes, made a flight from St. Petersburg to Gatchina. They returned 1by air to the capita'1. These items are not available to our collections.

Early in 1914 tme idea of a Russian aerial post was considered. The British magazine "Flight" of Feb. 14, 1914 reported that the Imperial Aero Club of Russia was considering trying to obtain official sanction to organize an aerial post. It was proposed to charge an extra 50 kopecks on letters carried :by the aeroplanes, the proceeds to be devoted to the National Aerial Fleet Fund. This reviewer has never seen any indication that this project might have actually ibeen carried out.

In Budapest, Hungary, the very first postal cancellation for any aeronautical event in the eastern European countries was produced. Today it is one of the very rare items among the Pioneers in aerophilatelic collections.

Considerable efforts were made to make this a great international event About a month before the start of the meeting the list af aviators, signed up for the participations included 24 aviators from France, Austria, Germany and Poland and 15 Hungarian aviators. It is not sure how many of these actually appeared on the field. The pU!blic interest in aviation in that area at that period is evident from the fact that shortly before the International Meeting 75,000 people attended a local Aviation Day in Budapest, where Graf Montigny in a Bleriot monoplane made several unsuccessful demonstration flights. Nevertheless, report contemporary reviews, the Budapest Meeting ended with a deficit of around $125.000.

Among those who actually participated were the French aviators Paulhan (ill a Farman biplane), Rougier (Voising biplane), Latham (Antoinette monoplane), J ullerot, Amerigo (with a Sommer and a Farman biplane), Andre Frey (Sommer biplane), and the Peruvian Chavez (with a Sommer and a Farman biplane).

From Austria and Germany came Illner ( Etrich monoplane), who was one of the stars of the events, Ritter von Pischoff (with a plane of his own construction), Engelhard (with a European built Wright-biplane), who won the passenger flight award. There was a Grade monoplane with Steinbeck, but is not recorded if he actually took part. From Russia came Efimof.f (with a Farman and a Voisin hi plane), from Poland A. and K. Warschalowskis (with a Farman biplane and a plane of their own construction) A few Italians were registered but nothing is known about their participation in the flights. Nor do we know much about the Hungarian aviators, except that there were national awards available for them and that one of them, Aladar Zselyi, made very successful flights in his monoplane before and at the meeting.

On the opening day, June 5, 1910, 40,000 people were on the field. Performances included a world ·record flight 1by Paulhan. On the second day the


events were cancelled by thunderstorms. On June 7 a special overland flight was scheduled from Budapest to Raab ( 80 miles) and a $20,000 prize was esta:blished for this flight, which had to 'be completed with a single intermediate landing and within 51h hours. Only Ritter von Pischoff appeared for this. After flying over Margeriten Island and over an army camp, flying so low that he was able to hear the "Hurrah" calls of a column of marching soldiers, the plane suddenly hit a large storm cloud. 1ihe wind carried the plane upwards with great violence. The pilot allowed the plane to float with winds for a while, when it was suddenly hit by strong rain and hail, and the aviator was lucky enough to bring the plane safely down in the edge of the Danube. After drying out the motor he started again, but ran into other rainstorms. After a second landing he gave up, had to walk back to a road, where he was finally taken 1by .car back to Budapest. Later the plane also was picked up and the aviator, who had not completed the flight to Raab, resumed flying the next evening, with two nablemen as passengers.

The rest o'f the week the weather was very bad and quite a few accidents took place. E'fimoff ended in a hospital, Latham's and Wagner's and Chavez's planes were pressed down to earth by the wind and were damaged. Andre Frey's plane not only was forced down, but went out of control and ran into the spectators. Six persons were badly wounded. In spite o'f all these difficulties the Budapest Aviation Week was the first international air event in South Eastern Europe and has therefore its historical importance. ·

Reports mention that an aviation exhibition was connected with these Budapest events, but this collector has not been able to find any details about such an exhibition. It appears that this show was open from June 5 to June 15, although the actual flight competitions took place only between June 5 and June 10. This might be the reason why the special 1postal cancellation was used from June 5 to June 15. The card shown in our illustration is cancelled on June 13.

This special postal cancellation was used by the Hungarian Postal Department which had estaJblished a special postal and telegraph office at the airfield, to assist the great number of reporters.

This first cancellation is a large circular postal postmark, l lh inches in diameter. It is inscribed in the upper half: "BUDAPEST'', underneath a date line "1910, JUNIOS ... " (with a date between June 5 and June 15). In the lower half the cancellation is inscribed ' ~REPULO-VERSENYEK". This cancellation has

THE AIRPOST JOURNAL, SEPTEMBER. 1962 413

always been scarce. Neither the British D. Field Air Post Catalogue, Second Edition, 1934, nor the 1937 Edition of the French Champion Airmail Catalogue mentions it.

According to the American Airmail Catalogue, 1950, page 1089 there is also a green vignette reading "Nemzetkozi Repuloverseny Budapest 1910, Junius 5-15".

Two years later, again in the middle of June, Budapest was the start of an International Balloon Competition. The Airpost Journal of October, 1961 on page 19 and on page 22 illustrates ilie address and the reverse side of an Austrian Balloon card, dropped from a balloon flight, as it participated in the Budapest Balloon Competition of June 16, 1912.

OFFICIAL SECTION AMERICAN AIR MAIL SOCIETY

MONTHLY REPORT From the Secretary Ruth T. Smith, 102 Arbor Road, Riverton, New Jersey

SEPT.EMBER, 1962 NEW MEMBERS

4926 Sullivan, Robert J., PO Box 1350, San Diego 12, Calif. 4927 Engelman, Melvin A .• (Dr.), Nutmeg Hill Wappingers Falls, N. Y. 4928 Eckert, Clarence E., 481-N Kenwood Dr., Euclid 23, Ohio 4929 Baldwin, Fred L., 41 Crescent St., Rutland 9, Vermont 4930 Beatty, ;James C., 157 Miller Ave., Freeport, LI., N. Y.

NEW APPLICATIONS Pearl, Martin, 32 Cottage St., Monticello, N. Y. Age 40. Dealer By: R. T. Smith Petersen, Harold J., 11 Liberty Ave., Burlington, Mass. Age 37. Administrator.

By: R. T. Smith Sasano, Joseph R., Jr., (Dr.), Mayo Foundation, Rochester, Minn. Age: 33. Physician.

By: R. T. Smith Mcllvain, Anne B., (Mrs.), 226 Trevethan Ave., Santa Cruz, Calif. Age 46. Housewife

AM AS UC PA PB FF GF CAM FAM RP CC OF DC Z lD APS By R. T. Smith Noble, Gifford B., 8905 Griffon Ave., Niagara Falls, N. Y. Age 73. Retired. AM AU UC

By: R. T. Smith Hamilton, Daniel A., Jr., PO Box 492, Knoxville, Tenn. Age 48. Banker. AM AU FF

CAM FAM By: R. T. Smith Friedman, Sheldon J., 6250 N. Talman Ave., Chicago 45, Ill. Age 35. Off. Mgr. AM U20 UC GF lD (air) X By: R. T. Smith Martin, W. H., PO Box 338, Venice, Florida. Age 44. Dealer. AM AUX By: R. T. Smith Pierce, Gerard L., (Capt.), US Army Hospital, Frankfurt, APO 757, New York, N. Y.

Pharmacist. AM AU U20 UC HC FF GF CAM FAM OF DC Z lD APS X By: R. T. Smith

Herst, Herman, Jr., Shrub Oak, N. Y. Age 53. Philatelist By: J. Eisendrath Kanney, James L., 1808 Pacific Ave., Manhattan Beach, Calif. Age 39. Pilot. PC HC PA

EL GF OF Z lD PIX X By: S. Sanville Blum, Joseph G., Jr .. Box 40A, R.D. 4, Kingston, N. Y. Age 40. Chauffeur. JF HF PC HC

GF CAM FAM OF Z (all of U.S.) X By: H. Westbrooks RE-INSTATEMENTS

305 Schamus, Sanford L., 777 West End Ave., New York 25, N. Y. Age 48. LaW¥er By: S. Goldst1cker

DECEASED HLM-3 Angers, George W., Springfield, Mass. 4279 Turgeon, Henry, Edgewood, R. I.

RESIGNATIONS 3047 Sahlmann, Otto, Michigan City, Ind. 4387 Doull, R. M., Mt. Royal, Quebec, Canada 4829 Boese, H. Lamar, Alexandria, La. 2806 Holmberg, Ernest, Omaha, Nebr. 4083 O'Master, Stephen, Youngstown, Ohio 4308 Paul, Francis A., Fairfield, Conn. J4631 Ekvall, Thomas A., Neenah, Wisc.

CHANGE OF ADDRESS 4782 Malott, Richard K., (F/Lt.), Air Weapons Unit, RCAF, CAPO 5047, Montreal, Can. 4894 Barboo, John L., PO Box 413, San Bruno, Calif. LM43 Gerrish, H. E., 243 Laurel St., Hartford 5, Conn.

525 Rosen, Isadore, 1737 S. Stanley Ave., Los Angeles 19, Calif.


4862 Rutter, Kurt L., Crescent Ridge Rd., Ramsey, N. J. LM93 Culverwell, S. A., Hotel Troy, Troy, N. Y. 4570 Wiech, John, 14141 Artesian, Detroit 23, Mich. 1555 .Shea, John W., 6 Hope Ave., Milton 8, Mass. 3857 Kertes, Ferdinand, PO Box 10357, St. Petersburg 33, Florida 4490 Shymko, Nicholas, 2337 Ryan Dr., Ottawa, Ont., Canada 4192 Rosevich, Albert F., 5 Homewood Rd., Lynnfield, Del. 4527 .Schoengold, Stanley, (Maj.), Det. 7, (USEUCOM, 1141st USAF Sp. Acty. Sq.,

APO 128, New York, N. Y. 4376 Diena, Enzo, (Dr), Via Crescenzio 19, Rome (615), Italy 3775 Swift, Freeman B., 7626 Newton Ave. So., Minneapolis 23, Minn. 3878 Yerger, Harrison, 878 Sumneytown Pk., MR2, Lansdale, Pa. 1967 Gray, Joseph A., % Librarian, Queen's University, Kingston, Ont., Canada 3822 Berman, Henry, 3 Quaker Rd., Pittsford, N. Y. 3595 Keusch, R. B., Box 823, Syracuse 1, N. Y. 4838 Perrin, Fred F., 1570 N. First Ave., Melrose Park, Ill.

Some Unresolved Problems of Estonian Airmail Stamps By Clifford 'H. Adams

• Note: Having read everything avail- in even recession from the center line? aible concerning the airmail stamps of e. Difference in design of propeller? Estonia, practically all of it written more f. Brownish gum d r i e d in irregular than 20 years ago, I am in hopes that patches? g. Airplane tinted blue-green students of these stamps can provide us and appears dullish black on greenish today with new and factual information, background? h. Coarse, slightly cloudy and resolve once and for all, the many paper? i. Paper thicker and more elastic unsolved problems concerning thesa fas- than forgeries? cinating items, among the true pioneers 3. What are the characteristics of the of our hobby. genuine surcharged stamps ( C2-8)? a.

Largely neglected, and rightfully sus- No forged surcharges ever found on pect, because of the infamous Siimson- genuine stamps? b. Genuine surcharges Kull forgeries (this print shop is re- often show a pronounced gloss? c. Space ported to have worked night shifts to between two bases of the two triangles meet the early demands for the first of- printed as one piece is usually about ficially issued triangular airmail stamp, l/3mm wider? and the world's third airmail definitive), 4. The rouletted and perforated variethese real pioneers among airmails never- ties. a. On Cl, are the sewing machine theless deserve increasing attention on perforations (roulettes) of Baltiski and the part of serious students of aerot'hi- Paide official? b. Did the Aeronaut Comlately. Various authors, at various times, pany rough perforate ll1h 300 copies have provided us with so much conflic- of C4 and 2,000 copies of C5, thereby ting information, that I hope the ques- producing C7 and C8? c. Was this pertionnaire below will elicit sufficient re- £oration authorized by the Estonian posplies, backed by facts and documenta- tal authorities? d. Are any genuine flown tion, to give us a clear picture about covers known of C7? of C8? e. Are tl1e these stamps. Baltiski and Paide roulettes known on

I will be more than happy to collate other than Cl? all information forthcoming on these 5. What was the date of issue of Cl, stamps, and will mimeograph and send March 11 or March 12? ( 1920) to all interested the replies received. 6. Was the first flight to carry Cl

1. Concerning the Siimson-Kull for- between Tallinn and Helsinki March geries, how many were produced in 15? total? a. Of Cl? b. Of C2? c. Of C3? 7. Was the last flight to carry Cl bed. Of C4? e. Of C5? f. Of C6? g. Of C7? tween Tallinn and Helsinki March 21? h. Of C8? 8. Were there any flights carrying Cl

2. What are the characteristics of the between Tallinn and Helsinki between genuine stamp? a. Lithographed? b. March 15 and March 21? Typographed? c. Only tailpiece of air- 9. Was Cl only used officially, and plane shaded? d. Shade lines at left and did it have franking value only on the I'ight of OHU are always parallel lines flights of March 15 and March 21?


10. Was the use of Cl superfluous on all mail flown between Estonia and foreign countries, between March 21 and the date it was demonitized, October l, 1923?

11. When the Danzig-Konigsberg-Riga air service was extended to Tallinn, and occasionally to Helsinki, did the Aeronaut Company, with headquarters in Danzig, estaiblish its subsidiary in Tallinn in September or October 1921? a. What is the date of the first known cover bearing Cl flown by Aeronaut?

12. At the request of the Estonian postal authorities, official airmail services to Riga and Helsinki were started by the Aeronaut Company on October 1, 1923. On the same day the postal authorities issued the surcharged provisionals C2-6. Was the date of the Aeronaut perforation varieties Octdber 8? Was service on the Tallinn-Riga line suspended Oct. 21? -on the Helsinki line Dec. 20? How many covers are known flown during these periods?

13. Was service resumed to Helsinki Feb. 12, 1924, and to Riga on April 3 or April 22? Although the new definitives made their appearance on Feb. 16, 1924, did the provisionals retain their franking power until the use of supplementary air stamps was permanently suspended on April 15, 1928? a. How many genuine covers were flown during these four years with just the provisionals? b. With the definitives? c. Do mixed frankings exist? d. How many?

14. Was service again suspended to Riga on Oct. 4, 1924, and to Helsinki Oct. 27, and not reopened until April 20, 1925?

15. Did the Finnish line Aero Company, in competition with Aeronaut, also begin flying the mails between Helsinki and Tallinn on Jan. 15, 1926? Did Aero use any distinctive markings? Did Aeronaut? (Covers bearing counterfeit sets of C2-6 exist with a distinctive doublecircle (diameter 28mm) in red with the words LENDPOSTAERONAUT on the top and TALLINN at the bottom, with an exact replica of the LVG System Schneider and the word AERO above a seting sun with rays in the center, and two tiny figurative airplanes be-

tween the words in the double-circle). Has this latter marking ever been found on a genuine cover?

16. Were any special cachets used for the first flights (March 1920)?

17. Were any special cachets used for the 1923 flights? a. Subsequent .flights?

18. Was only one special postmark ever used, namely - a double-circle in violet ink with "Tallinn-Aeronaut" above and "Eesti" below, with the date 25 IV 27 across the center?

19. What was the official rate to Helsinki f o r registered letters in March 1920?

20. What was the rate structure for flown material between 1920 and 1923? a. For inland postcards? h. For foreign postcards? c. For inland letters? d. For foreign letters? e. For printed matter (and up to what weights)? f. For registered airmail in the above categories?

21. When official airmail services to Riga and Helinski were started by the Aeronaut Company on October 1, 1923, what were the supplementary fees to be paid over to the company? a. 5 marka for inland postcards? b. 10 marka for foreign postcards? c. 15 marka for inland letters? d. 20 marka for foreign letters? e. 45 marka for printed Il!atter up to 250 grams? For registered airmail in the above categories?

22. How many copies were printed of Cl? a. Of the total ( 518,600?) how many were used for the 1923 overprintings? How many C2? ( Sanabria says 45,000, Silombra says 39,800, one authority says 39,800 of a first printing, 6000 of a second, for a total of 45,400) . Of C3? (Sanabria and Silombra 45,500, one authority 39,800 of a first printing, 5,600 of a second, for a total of 45,400). Of C4? (All agree on 40,300). Of C5? (Sanabria says 20,000, Silombra and two experts 19,900). Of C6? (All agree on 9,900). Of C7? (Sanabria and Silombra say 3,000, but two experts agree on 300). Of CB? (Sanabria and Silombra say 4,000, but two experts say 2,000). The vermilion surcharge Sanabria and Silombra 5a ( 2,500) is listed by one expert as 10,300 (Gibbons 47a), while Gibbons 48a (longer overprint) is listed by one expert as S,235.


APJ ADS RATES:

FOUR CENTS PER WORD per insertion. Minimum charge one dollar. Remittance must accompany order and copy. The AIRPOST JOURNAL. 350 No. Deere Park Drive, Highland Park, lll.

FOR SALE

BEST OFFERS within month take fourteen 1S34 SniP to Curacao #1220 cat. $30. N. Shymko, 2337 Ryan Drive, Ottawa 3, Ontario, Canada.

PHI LA TEL IC SUPPLIES

AIRMAIL ENVELOPES: Finest Quality. Distributed Thirty Years by Carl Becken. Send ten cents for Ssmples. Cornelius Stamp Co. ,315 Kresge Bldg., Minneapolis. Minn. *396

WANTED and EXCHANGE

AERIAL PROPAGANDA LEAFLETS always wanted, exchanged or sold. Have many historical duplicates. Join the Psywar Society! Details from Secretary, ROBBS, 8 Ridgway Road, Kettering, England. *388

EAGERLY WANTED - Exchange 1st. and special flights, special postmark0 etc. R. tocila, Archimedesplantsoen 9hs, Amsterdam - 0., Holland. *388

EXCHANGE: Recent Paris-Houston, Buenos Aires-Chile and others, for 3 4-cent Plate No. Blocks. Vic Wailly, X26P., Roxbury 19, Mass. *388

WANTED: Guam Guard Mail Covers, 1904 St. Louis Fair material. Early Balloon and Aeroplane Postcards. Robert Murch. 9560 Litzinger, St. Louis 24, Mo. *390

WANTED: US First Flight regular sized envelopes, cacheted. Will give sixteen US used commemorative stamps for each sent. Minimum twenty. Duplicates accepted. Walter Brooke, Boyertown, Pa. *388

EXCHANGE: 1928, 1931 or 1940 Editions American Airmail Catalog for best offer in US stamps or coins. York, 960 Prospect St., New Haven 11, Conn.

EXCHANGE: Transoceanics 1191, 1191a, 1217a (two types). 1221, 1370. What offers? N. Shymko, 2337 Ryan Drive, Ottawa 3, Ontario, Canada.

WILL BUY OR TRADE: Crash covers, used aeroplane and dirigible picture cards before 1925. Joe Eisendrath, 350 No. Deere Park Drive, Highland Park, Ill.

AIRLETTERS, AEROGRAMMES: Have over 1000 different for exchange or sale. Both mint and used. What's your interest? Richard P. Heffner, 2012 Spring St., West Lawn, Pa. *391

JOIN Aerophilatelic groups affiliated with A.A.M.S. First Flight Federation, MACC JKAMS, For application blanks send self~ addressed envelope to Perry Nahl 2014J Lincoln, Evanston. Illinois. '

AAMS EXCHANGE DEPARTMEN1 BUY SELL - WANT LISTS

'\\'ANTED: Volume II American Air Mail Catalog and Supplements. Write what you ho.ve and Price. Ward Robinson, P. 0. Box 2104, Delray Be:i.ch, Florid::i.

MINT SINGLES and blocks Rocket Stamps used by Smith, Schmeidl, and Zucker. Exchsnge for Austria, Germany, India flown rocket covers. Seymour B. Feldman, 2708 McEarl Drive, S. E. Albuquerque, New Mexico, U. S. A.

WANT Air Letter Sheets, APO, Censored Covers, CAM, FAM. Will send slogan cancellations 1959 to 1962. John Firtick, P 0 Box 510, Niles, Ohio.

MINT singles and blocks Rocket Stamps used by Smith, Schmeidl, and Zucker. Exchange for Austria, Germany, India flown rocket covers. Seymour B. Feldman, 2708 McEarl Drive, S.E. Albuquerque, N. M.

WANTED: Zeppelin Cover Z-50Da. Shenandoah drop over Gila Bend, Oct 10, 1924. Festal History Museum, 949 E. Second St., Tucson, Arizona *389

EXCHANGE: USA new issues mint and Zeppelin letters for European stamps and Germany, Austrian Helvetia, FDC Germany and other European stock. Helmut Gemm, 8542 Roth, Germany.

WANTED: Unused singles of Scott's US. C13-Cl5. Send inquires to Kent Corwin, 3276 Pennsylvania, Dubuque, Iowa.

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1

for September, 1962

Documents

Transcript of for September, 1962