First Aero Squadron Newsletter

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The

Aerodrome

The Journal of the First Aero Squadron Foundation

December 2011 Columbus, New Mexico

James R. Greenwood

1920-2011

He paid for his first flying lessons by doing stunt parachute jumps back in the late ’30s. His first jump ended up a mile from the airport. The 2000’ height where he was supposed to be released looked too low to him so he badgered the pilot into another thousand feet, which put him in an entirely different wind direction. The touchdown point turned out to be near the hotel restaurant terrace where his boss, the local newspaper editor, was eating. When his boss recovered from finding his new reporter entangled (if unhurt) in a parachute harness, he told him, “I can’t have crazy people working for me. It’s either the jumping or the job!”

Jim Greenwood went west on November 5^th, 2011. His interest in the First Aero Squadron and its tenure in Columbus is what sparked the organization of our Foundation, and he accepted the chair of the FASF following its formation. Jim was 91. Among his many accomplishments, he made the name “Learjet” a household word. He counted thousands among his friends from movie and sports stars and astronauts to “hangar bums and government clerks.”

Born in 1920, he began flying in 1936, and as noted above, making exhibition parachute jumps at local air shows. He enlisted in the Navy in 1941, immediately after Pearl Harbor, and served aboard the USS Badoeng Strait. As a parachute rigger he helped develop emergency jump equipment. Following his discharge, Jim worked for a commercial parachute service.

His editor later relented on the jumping edict (Jim had never quit) and whatever his job, he never quit writing. In 1948 he wrote the first of his aviation books, Parachuting for Sport, to be followed by two more, The Parachute, From Balloons to Skydiving and Stunt Flying in the Movies.

After a brief stint with Eastern Air Lines, he managed publicity for the 1950 Miami All American Air Maneuvers, sponsored by American Airmotive. From 1951 to 1955, Jim was Assistant to the President of Hawthorne School of Aeronautics, serving as Coordinator of Training. His communications and public relations program developed originally for Hawthorne became models for the Air Training Command. In response to a series of air show crashes where spectators were killed, the CAA threatened to ban all aerial demonstrations. Based on Greenwood’s recommendations, the Administration issued new criteria for air shows – still being used today.

Beech Aircraft

He moved Wichita in 1955 to manage press relations for Olive Ann Beech at Beechcraft. As supervisor of Beech’s external publications, he was awarded the George Washington Honor Medal by the Freedom Foundation. In 1964 he joined the Lear Jet Corporation. He is credited, through his skilled writing, with making the Learjet the most popular business jet of the sixties

In the Nixon Administration, he served as FAA director of public affairs where he wrote the DOT’s first manual for review and release of public information. Close friend Jim Davis recalls how the two of them were called on to deal with the most infamous aerial highjacking of the day involving one DB Cooper, who made his parachute escape from a B727 using chutes “arranged” by Greenwood and Davis. Jim returned to Wichita and Gates Learjet in 1974, serving as corporate vice president until 1985 when he retired as Senior Vice President of Corporate Affairs. He later remarked of his years with the mercurial Bill Lear, “…they were enough.”

He organized and managed Arnold Palmer’s record setting flight around the world in 1976 and was instrumental in assisting Neil Armstrong’s flight that set five world records in 1979.

Honors

In 1982 the Federation Aeronautique International awarded him the Paul Tissandier Diploma for a “lifetime of service to the cause of aviation.” Greenwood was elected to the Arizona Aviation Hall of Fame in 1996 and honored by the Kansas DOT and Aviation Museum in 2004 when selected for recognition at the 25^th Annual Wright Brothers Celebration. The National Aeronautics Association awarded him their Elder Statesman of Aviation recognition for “increasing public awareness of the social and economic benefits of human flight.”

Among other writings, he published a volume dealing with his and his wife’s experience with her Alzheimer’s Disease, and was still working with Arizona State on an Alzheimer’s project when he died.

In an interview with Jim Davis in 2009, Greenwood admitted to what he called a “brief bridge flying career.” Shortly after being mustered out of the Navy in 1946, he resumed his civilian flying out of Beacon Field, Alexandria, Virginia. One day while flying a Kinner engined Fleet biplane, Jim said, “I had this impulse to do something different…I hadn’t flown under a bridge since St. Louis.” Putting the Fleet into a dive, he took aim at the old 14^th Street Bridge over the Potomac River. Swooping under it, he recalled he looked back at the bridge. “I certainly stopped a lot of traffic,” he said.

In what must have been his last public appearance, Jim Greenwood was on hand two years ago to greet artist Peter Westacott when he visited FASF and Columbus to greet the crowd and to chat with old friends and new. We were fortunate to know him; we shall not see his like again.

Election Time for Trustees

As usual, elections of First Aero Squadron Foundation Trustees will take place the end of the year. Please mark you ballot (included with this issue) and send it in ASAP. This is your organization--you run it--please do your part. As you know, the nine Foundation trustees serve two year terms with four running in even years and five in odd years. The trustees in turn elect the officers of the organization from their number at the Annual Meeting. Running for reelection this year are Jim Davis, Ken Emery, Ric Lambart, Martha Skinner and Gene Valdes. A brief bio of each candidate follows:

Jim Davis, Washington DC and Columbus: In a masterpiece of understatement, Jim’s business card reads: Retired Government Clerk. Actually, he worked in almost every area of the FAA, including Tower Controller, and when he retired was the chief of the FAA Rapid Response Team. His responsibilities included responding to every major crisis and then reporting to the President and to the FAA Administrator. He is an active pilot and an aviation historian.

Ken Emery, Columbus: Ken retired from a career as a cultural resource archeologist to a part-time job in a fire watch tower near Globe, Arizona. He presently serves on the Village of Columbus Historic Preservation Commission. His hobbies include deep research on local history and he is an active recruiter for the Foundation. His profiles of the First Aero Squadron appear in the monthly Desert Exposure as well as these pages.

Ric Lambart, Columbus: Ric is a retired Air Force pilot and ADC to Commanding General Continental Division MATS; Senior Partner, Lambart & Clayton. He currently serves as Second Vice President of FASF

Martha Skinner, Columbus: An active real estate broker, she operates Martha’s Place, our local hotel. She is a past Village Trustee and Mayor, and is a member of the New Mexico Border Commission

Gene Valdes, Columbus: Retired Personnel Director, NM Human Services Dept. and a former member of the NM State Personnel Board. Gene has served as President of the Board of Directors of United Way of Santa Fe County; Vice President of Fairview Historical Cemetery, Santa Fe; and is a Navy Veteran whose hobbies include New Mexico history and genealogy. Gene is a board member of the Columbus Historical Society and an officer of the local American Legion Post. He is immediate Past President of FASF.

Ira Adelbert Rader

1887–1958

By the FASF Historian Ken Emery

Ira A. Rader

Ira A. Rader was born in Mayten, California on July 30, 1887. He attended the University of California Berkley for one year then entered West Point. He graduated in 1911 with a B.S. in engineering and was assigned to the 19^th Infantry Regiment in the Philippines. A year later, still in the Philippines, he transferred to the 24^th Infantry.

Lt. Rader returned to the U.S. on leave in 1914 and volunteered for the Army Air Service. He started training at North Island, San Diego in December. He soloed in May, 1915, received his F.A.I. certificate in June and his J.M.A. rating in July and was assigned to the First Aero Squadron at Fort Sill, OK. He moved with the squadron to San Antonio, then on to Columbus for the Punitive Expedition into Mexico.

Between March 19 and April 14, 1916, Rader served competently and uneventfully with the squadron scouting and carrying dispatches. But on the 14^th, while delivering dispatches to the 11^th cavalry, he landed in country too rough for his Jenny, #52, to handle. He was 100 miles from the nearest U.S. base and the plane was so badly damaged he was forced to leave it. The cavalry graciously loaned him a sick mule which he rode at the end of the column, the latest in the long line of camp followers.

Rader, now a Captain, was ordered to Mineola, NY on September 19^th, 1916 to serve with the Signal Corps Aviation School. At this time, most of the experienced pilots of the First Aero Squadron were being dispersed to various bases to serve in training and organizational capacities. This assignment lasted until July 20, 1917 when he was promoted and became the Departmental Aeronautical Officer, Central Dept., Chicago, IL. In October he was ordered to France and arrived there on November 12, 1917.

Major Rader was attached to Headquarters, Chief of Air Service; Paris, briefly, then was given command of the Seventh Aviation Instruction Center at Clermont-Ferrand from November 27^th until September 11, 1918. On the 13^th, he was promoted to Lt. Colonel and joined the First Bombardment Group at Amanty. He flew on missions over the lines during the St. Mihiel and Champagne campaigns.

He sailed to the U.S. on October 9^th as Special Representative of Training Dept., Air Service, and on November 4^th took command of Ellington Field, the largest aviation training facility in the nation. During the inter-war years, Ira Rader served in a number of capacities and attended four army schools. He became a temporary Colonel in 1936 and Colonel permanently on June 1 of 1940. In 1939, he commanded Barksdale Field near Shrevesport, LA, then the largest airfield in the world.

Colonel Rader was in Staffordshire, England in charge of the 8^th Air Force Reinforcement Depot during WWII. He retired of July 31, 1947 after 36 years in the army, 33 of them in the Air Service. He died September 14, 1958 and is buried at Arlington National Cemetery

Ira Adelbert Rader

1887 – 1958

BORN: Mayten, California

DIED: Hendersonville, No. Carolina

SERVED: US Army 1911 – 1947

RANK: Colonel

COMMANDS: Seventh Aviation Instruction Center

Ellington Field

Barksdale Field

8^th Air Force Reinforcement

AWARDS: Legion of Merit

Bronze Star

French Croix de Guerre

with Palm

A Message

from the FASF President

In 2007, a group of aviation enthusiasts and other interested citizens met at the library in the border village of Columbus, New Mexico to discuss what might be done to protect a unique but also endangered national historic treasure: the site of the original landing field where the U.S. first Aero Squadron was deployed in response to Pancho Villa’s infamous raid on Columbus on March 9, 1916. Thanks to generous donors, the First Aero Squadron Foundation now owns 60 acres of land encompassing most of the original 1916 airstrip. We are planning to restore the original flight line, erect a memorial to those early aviation pioneers, and, eventually, establish a museum dedicated to pre-World War II aviation We have already surveyed the land for an airstrip to accommodate present-day aviation enthusiasts and will be grading a runway soon. With your continued support, we are definitely on our way to achieving those goals. Traditionally, charitable organizations solicit contributions as the year end approaches. We are no different. If you have a few dollars left over after you remember those other good causes, keep us in mind, OK? We need your help and remember your contributions are tax deductible. Thanks! Enjoy the upcoming holidays and best wishes for a happy, healthy and prosperous New Year!

Bill

First Aero Squadron Foundation

The First Aero Squadron is a 501(c)(3) organization run by its members through a board of trustees. Please mark your ballot and mail it back. We must have your ballot to keep functioning. Thank you!

Board of Directors Ballot, 2011

Five to be elected:

______Jim Davis, Washington DC and Columbus

______Ken Emery, Columbus

______Ric Lambart, Columbus

______Martha Skinner, Columbus

______Gene Valdes, Columbus

August 2011

A Report to the Members of the First Aero Squadron Foundation

Our group is about four years old now, give or take a couple of months. We – that’s you and me and the other members – are either serious believers in our mission, or we have 20 bucks a year we don’t have any other use for. Either way, we have accomplished a surprising amount with damn little help from the outside. Some of the gains are due to individuals like historians John Deuble of Albuquerque and Dr. Roger Miller of Washington DC and Bob Worthington of Las Cruces (who has written about us nationally) and Peter Westacott of Norfolk UK, the internationally know aviation artist. Others have been joint efforts; many of them small things that led to big results. Some have been especially generous with cash; the late John D. Benham of San Antonio, for example. Part of our success has certainly been due to the efforts of folks like Sharan Maxwell, our retiring secretary, and Treasurer James Efferson.

Advisory Board members Pete Adolph of ABQ and Tom Willmott of Santa Fe are working hard to take that group to a more active level. Fellow Advisory Board Member Lyn Benedict of Roswell has been beating the bushes to find additional revenues. Because of them and others like them, we have managed a few more steps forward than backwards.

We now know the actual location of the old aerodrome with some precision. We have managed, with investor help, to purchase 60 acres of historic ground containing a part of the aerodrome as well as a major chunk of the old Columbus Airport, itself a historic site.

We own a couple of commercial lots near the Columbus “downtown.” We have given successful programs for the local public and are about to address a major international aviation history convention (see below).

We are also about to begin the payback of lenders. We owe a total of $50,000 to a number of folks who believe in the value of what we are trying to do and who have advanced us purchase funds at 0% interest. We have had our purchase surveyed and have laid out a plan for a 2000 ft+ landing strip. We have purchased a pair of informational signs and will be erecting them shortly. Largely through the writings of Historian Ken Emery in a regional monthly (also see article following) we are beginning to get the word out.

In spite of us being in the poorest end of the poorest county on one of the poorest states in the Union, we, working together, will get this job finished.

What is yet to be done? We need to design and erect a memorial to the men of the First Aero Squadron and to the Cradle of Military Aviation. We need to return the site to working airfield status, and create a hands-on “museum” that will put the American Public in touch with aviation’s past. We need to greatly expand the role of our speaker’s bureau so that we are able to reach significant numbers of young people, most of whom have no inkling of what happened in the early days. And, we need to be able to purchase the balance of the historic site as it becomes available. To do this we need some sizeable investment… much more than dues at 20 bucks a pop will bring in. It is out there, mainly in the form of grant monies. We need to identify the sources, and then go after them.

By the way, we still need that 20 dollar dues money. Badly. So send in that check; we all will appreciate it. Or like AB member Bill Lafferty, send more if you can.

If you have someone you would like to create an aviation memorial to, you might consider this: your Foundation will be installing at least one airstrip, several hangars and a museum complex over the next several years. First consideration is usually given to the wishes of major financial contributors. Cash donations are always welcome, but so are in-kind, and certainly specific donations spaced over a period of time.

In July, I spent a week in San Diego with The International Cessna 170 Association, attending their annual convention. It is not so much a convention as it is a huge family get-together – 150 or so people, 30 Cessna 170s, the immediate predecessor of the ubiquitous 172, manufactured from 1948 through 1956. Among other things, my wife Mary and I attended the annual awards banquet where the speaker was Air Force General (Ret.) Robert Cardenas, one of our Advisory Board Members. Some of you may know that Bob was at the controls of the B-29 that carried Chuck Yeager aloft on his famous “sound barrier” flight. He is now 91, and still chuggin’ along, a very interesting man.

The sale of the novel Tracking Julie Stensvahl continues on Amazon, but is still available from the author (me) where two bucks from each sale goes to the First Aero Foundation. Autographed and dedicated copies make great gifts and can be ordered through the website, www.westwindfiction.com by copying the order form and sending it in with your check for $14.95 (incl. S&H). Last quarter this writer was able to turn over $130.00 to the general fund of FASF from the sale of books, and we have had a few more sales in this quarter. We are involved in a fund-raiser for the 170 Club as well right now, so be sure to write “FASF” somewhere on that order form.

On Thursday and Friday, November 13^th and 14^th, the League of World War One Aviation Historians will meet in Monterey, CA. We have been honored by being asked to speak at this meeting in the Casa Munras Hotel. If you live in the area, you might drop in to cheer on Historian Ken Emery and 2^ndVeep Ric Lambart as they talk about the First Aero Squadron.

Notice to Airmen: there is depicted on sectional charts is a landing strip called “Stockyards” located on the border just 3 miles south of the Village of Columbus. It is deemed hazardous to use by local pilots because of the proximity of power poles to the runway, and the condition of the runway itself. If you fly in to visit us, be aware that the “First Aero Squadron” strip is part of an airpark and not the FAS Aerodrome. However, 122.9 is monitored, guests are treated kindly.

As I write this we have received a generous contribution from Dorothy Benham of Blanco, TX. Dorothy is the widow of John D. Benham, an early and ardent supporter. All of us involved in the FASF thank you and the others like you.

As I read this over, I am struck by this: at my advanced age, I am frantically beating the bushes for money. And to think mom wanted me to be a doctor…

Bill Wehner, President

Robert Henry Willis, Jr.

1886 – 1918

(By Ken Emery)

Robert Henry Willis was born in Williston, South Carolina. He attended The Citidel (often called the West Point of the South) and graduated the First Honor Graduate of the Class of 1908. He was commissioned a 2^nd Lt. and then assigned to the 6^th Infantry at Helena, Montana.

On January 1, 1910, the 6^th was sent to the Philippines where Willis served, primarily on Mindanao, until his outfit returned to San Francisco in the summer of 1912. While there, an aviator gave him a ride over the bay and he fell in love with flying.

He was accepted into the Signal Corps Flight School at San Diego and, after a long furlough, started training in 1913. He received both the F.A.I. airplane pilot certificate and the Military Aviator rating in December. In 1914, the Aero Club of America rated him an Expert and he received his J.M.A. rating in November.

The reorganization of the First Aero Squadron on July1, 1915 has Lt. Willis listed as a member. (He may have been a Capt. according to one source.) He moved with it to Fort Sill, OK; Fort Sam Houston, TX; and to Columbus, NM in the aftermath of the Villa raid.

On March 19, 1916, at about 5:15 P.M., the squadron took off for Casas Grande, Mexico. In the gathering gloom, the formation quickly broke up in the gathering dusk. Four of the planes landed at Ascension, Mex.; one returned to Columbus while three others flew south blindly. At one point Willis and Gorrell almost collided as they zeroed in on a fire that they thought might mark the landing strip. Finally, out of gas, Willis was forced to land 5 or 6 miles south of Pearson (now known as Mata Ortiz). His plane, # 41, suffered severe damage and he abandoned it and hiked north. Hiding during the day and walking at night, it took him 2 days to reach Casas Grande. He returned with a squad a few days later to find that the plane had been stripped. Only the engine was salvageable.

Willis, as an observer with Lt. Dargue in # 43, crashed in rough country in the hills west of Chihuahua City, Mex. on April 19^th. The plane landed on a 45 degree slope, bottom side up. Dargue was banged up a bit, but Willis suffered a 3 to 4 inch gash in his scalp and he was hanging from the plane caught by his ankle which was severely bruised. The airplane was a total loss so they burned it and started walking to San Antonio, Chih., 65 miles away. It took nearly two days. A few days later, they were in Columbus and Willis was sent to the base hospital at Ft. Sam Houston. He spent nearly three months recuperating and it was discovered that he had walked to San Antonio with a broken ankle!

After a short return to Columbus he was posted to Washington, D.C. to be part of the committee to select machine guns for the U.S. Army. He was its Recorder and received a letter from the Board’s President commending him for his outstanding work. He then served for a time inspecting airplane factories in Buffalo, Boston and New York. During this time in August, 1917, he became a Lieutenant Colonel and sailed for France on October, 29^th.

On September 1, 1918, his orders came to become Chief of Air Service of the Seventh Army Corps. A few days before he was to report, he accidentally shot himself with a pistol. He was buried with full military honors in the cemetery at Remiremont, France.

Thus his promising military career was cut short. One can only speculate as to what he might have achieved. The letter to Willis’ father from General Pershing best summarizes his character.

August 17, 1920

Dear Mr. Willis:

I have your letter of July 20^th, regarding your son Lieutenant Colonel Robert H. Willis, Jr., who lost his life during the World War.

I knew this young officer as a member of the small group of aviators on duty with the American Punitive Expedition in Mexico, where I had ample opportunity to observe his work. Being imbued with the ideals of the true soldier, his service was in keeping with the high standards of our army, and I was pleased to have him as a member of the flying corps in France. Colonel Willis was a man of pleasing personality and an officer in whose ability I had the greatest confidence and I was deeply grieved to learn of his untimely death.

With sincerest sympathy in your great loss, believe me.

Sincerely yours,

John J. Pershing

Robert Henry Willis, Jr.

Pictured above with his Martin TT Trainer. (From the collection of John Moore, courtesy of Copeland Willis III, 2-28-08

Born: Williston, South Carolina

Died: Remiremont, France

Served: U.S. Army (1908 -1918 )

Rank: Lt. Colonel

Command: Chief of Air Service, Seventh Army Corps

(died prior to assuming position)

The Aerodrome

May 2011

Columbus in the Headlines – Edgar Gorrell – Board Retreat – Loss of Two Trustees – Emery to Address Nat’l Group

The FASF Board of Trustees meets the second Monday of the month at the Columbus Library, at 6 PM. The next meetings will be June 13^th and August 8^th. (We usually skip July and have been known to do the same with August.)

The dusty, fly-blown little village of Columbus NM made the national news again in March. It’s not that we object to national notoriety – goodness knows that anything that draws attention to the drug, violence and illegals here on the border should be welcomed. No, it is another thing completely when the mayor, police chief and assorted and sundry relatives are arrested for illicit activities; the kind of publicity we could well do without.

On March 10^th, in the early morning following the annual remembrance of those killed in Pancho Villa’s raid of 1916, ATF and other government alphabet soup agencies swooped (literally) down on this tiny crossroads to serve warrants and arrest 12 of our citizens, esteemed and otherwise, amid the detonation of flash-bangs and the roar of helicopters. Well, it was pretty exciting, I can tell you! In the weeks following bail was denied to 10 of those being held on firearms trafficking charges; only the two women arrested were released on bond.

Mayor Eddie Espinosa’s reign has not been without controversy. Since he was elected five years ago, the village has had eight (or is it nine?) police chiefs and close to a half-dozen treasurers. Several employee lawsuits are pending alleging all sorts of misbehaver. Depending on whom you ask,

anywhere upwards from $125,000 to $420,000 is missing in various funds, including the Cemetery Board and the Volunteer Fire Department. The Historic Preservation Commission recently asked for access to tourism funds accumulated in village coffers from a local pillow tax, in order to refurbish the 1917 Old Columbus Jail. The fund was estimated to contain around $13,000. When the mayor got around to talking to the commission about it, there was only about $300 left…

Unfortunately, the village has a long history of “official” problems. Long-time residents can only shake their heads and shrug. “What else is new?” they ask.

Early in our development, the First Aero Squadron Foundation determined not to seek aid from the Village of Columbus, or any other government body. We wanted our Found-ation to be a boot-strap operation, with our fate determined by the membership, not some set of bureaucrats. Except to ask that the village trustees enact an airport zoning ordinance for us (turned down, by the way) we have asked nothing of officialdom. A part of this determination derived from several of our board’s experience as members of the village Historic Preservation Commission. Fortunately, First Aero Squadron property is entirely outside the village limits so we can continue to have an arms length relationship.

On March 25^th and 26^th the Board of Trustees met at their own expense in retreat at the Black Range Lodge, a bed and breakfast at historic Kingston NM. In attendance were Advisory Board members Pete Adolph and Tom Willmott; and Trustees Martha Skinner, James Efferson, Kris Lethin, Ken Emery, and Bill Wehner. Leading the retreat was Past President Gene Valdes. The attendees set priorities for the year and outlined ways to accomplish them:

Debt retirement

Sources: Aviation-related foundations; partnerships with other organizations (museums, associations, etc.); corporate sponsorships; donations; sale of goods relating to the FAS; and grants.

Membership expansion

Campaign within existing membership; speaker’s bureau events; maintain family memberships; follow up with non-renewing memberships; develop contacts with area aviation organizations; develop trial membership program; expansion and upgrade of newsletter. Discussion of the newsletter (The Aerodrome) included: increasing frequency; reformat to 11 ½ by 17single fold on colored stock; use two columns instead of one; include bios and photos of Advisory Board members, etc.; include an events listing; include membership thermometer; list gifts and bequests; create a memorials section for deceased members.

Advisory Board

Adolph and Willmott will assume the duties of co-chair. It was recommended that the AdBd review retreat issues and make their own recommendations; and the AdBd continue to expand as needed.

Sadly we are about to lose two of our most valued trustees. Treasurer James Efferson proffered his resignation due to continuing health problems, and Secretary Sharan Maxwell is planning to move back to California with her husband in order to be closer to family. It is a grand understatement when I say we will miss their talents greatly. James is a thorough professional whose input has been valued by all the board. I have had the pleasure of working with Sharan for almost 10 years: she has been without peer.

So, both Secretary and Treasurer of this organization are, or will shortly be open. If you live within an easy drive of Columbus and would like to be involved in some exciting times, let me know. We’ll leave the light on…

In October, Historian Ken Emery will lead a small delegation to Monterey CA to address a national group interested in WWI aviation. We’ll have more on that in the next issue of The Aerodrome.

A quick inventory reveals that we still have a couple of signed prints of Jennys Over Columbus by renowned aviation artist Peter Westacott. Also available is a new border adventure novel by this writer titled Tracking Julie Stensvahl. (There is a review of the book on Amazon.) If bought from the author, $2.00 of the purchase price ($11.95 + S&H) will go into the First Aero Treasury. Further info? Email this writer at: <wehner@vtc.net>.

Edgar Staley Gorrell

1891 -1945

First Aero Squadron Pilots by Ken Emery

Edgar Gorrell was born in Baltimore, Maryland, graduated form West Point in 1912 and was assigned to the infantry with whom he served two years in Alaska. He joined the Air Service in 1915 and attended flight school at North Island, San Diego. Upon graduation in June, 1915 and receiving his Junior Military Aviation certificate in July, he was posted to the First Aero Squadron.

Edgar arrived in Columbus in March, 1916 with his squadron. He flew (and endured) in Mexico along with his fellows and contributed as both pilot and observer. Perhaps his major contribution was his criticism of the quality of the Curtiss JN-2/3 Jennys and the conditions the squadron faced

A newspaper reporter, Webb Miller, wrote a scathing article for his paper which was picked up by papers all over the nation. With Washington in a dither, an investigation ensued. Only Gorrell admitted to having spoken to Miller. Apparently, it didn’t hurt his career for soon he was enrolled at MIT where he obtained a Master’s Degree in Aeronautical Engineering. The revelation of the sad state of the Air Service helped to persuade Congress to appropriate funds for more and better equipment.

Gorrell left Columbus for MIT in September, 1916. When he graduated the next spring, he was stationed in D.C. as an intelligence officer in the Aeronautic Division. Ordered to France in June, he became part of Gen. Pershing’s staff and on August 15, 1917 was appointed the first Chief of the Technical Section, Air Service, AEF. By December, Edgar was Chief of Strategical Aviation. While filling these two roles, Gorrell wrote “Bombardment Plan for the Air Service, AEF” in 1917.

This plan followed closely the plan proposed by the British for the Royal Flying Corps. It called for the development and use of long range bombers to attack the enemies’ heartland; the manufacturing and distribution center and transportation infrastructure as well as tactical bombing against front line troops. It detailed priorities and requisites that should be followed for successful campaigns. He followed this up with a second paper, “The Future Role of American Bombardment Aviation”. These ideas, though enthusiastically accepted by Pershing, Foulois, Mitchell and others, weren’t implemented due to lack of bombers and time. The Armistice intervened and Gorrell’s papers were shelved.

On conclusion of WWI, Gen. Patrick, Chief of Air Service, AEF, ordered his personnel to forward reports of their own and their units’ activities during the war to Colonel Gorrell (he had become a colonel on October 28, 1918. at age 27). Patrick wanted to know what had been learned by the Air Service. He ordered everyone to do this prior to their going home! Some reports were well done; others hastily prepared. The Second Artillery Aerial Observation School at Souge (France) even resorted to a form letter! Gorrell compiled and edited all this information during 1919. “History of the Air Service, AEF” has 282 volumes and is commonly called “Gorrell’s History”.

Edgar Gorrell resigned from the Army in 1920 and joined the Nordyke and Marmon Co. In 1925, he became associated with the Stutz Motor Car Co.; he later became President of that firm in 1929. (While at North Island, Gorrell drove a Studebaker. Roy Brown, a fellow student, had a Stutz Bearcat with bucket seats four huge cylinders, each with four valves, and made a lot of noise! (One wonders if Edgar might have been a little envious so later “bought” the company.) Stutz stopped production in 1935 and Gorrell was elected the first president of the Air Transport Association of America in 1936. He held this post until his death.

During these years, he headed an investment company that he founded in D.C. and served on several government commissions. One of these, the “Army Air Service Investigating Commission” was formed to look at the future of the Army Air Corps. Among the members were Benjamin Foulois, Jimmy Doolittle and Hugh Drum.

Gorrell’s time in the military was short but he made some serious contributions. His History speaks for itself, an epic work. The earlier papers that he wrote concerning “strategic bombardment”, though not put into effect in WWI, were not forgotten. Before WWII most of his ideas were included in the Army Air Corps Tactical Manual. Major General Laurence S. Kater called Gorrell’s strategic bombardment plan the “earliest, clearest and least known statement of the American conception of the employment of an air power.”

Edgar Gorrell died in Washington, D.C. in 1945. At his request, his ashes were scattered over West Point from a military airplane.

Edgar S. Gorrell

Born: Baltimore, Maryland

Died: Washington, D.C

Served: U.S. Army (1912 – 1920)

Rank: Colonel

Commands: Chief of the Technical Section of the Air Service, AEF Chief of Strategical Aviation for the AEF

Award: Companion of the Distinguished Service Order (Great Britain)

Civilian: President of Stutz Motor Car Co.

President of Air Transport Association of America

WAC Depiction,1976

As shown on this World Aeronautical Chart from 1976, Columbus airport had changed from a public field to a private use

landing strip (® ). The First Aero squadron field is located about at the top of the R in the “restricted” symbol. Columbus Stockyards airport is still there, but in largely unusable condition.

2011 Elections of Trustees/Officers – Annual retreat – Gen. Howard Davidson – Gen. Herbert A. Dargue – Financial Statement – Aerodrome/Columbus Airport

Election for 2011 resulted in the reelection of Trustees Lethin, Maxwell and Wehner; 2010 appointed Trustee Efferson was elected to his first term. Trustees are elected by the membership at large. At the board meeting following the election, Trustees reelected Wehner President, Maxwell as Secretary, and Efferson as Treasurer. Trustees serve two year terms, four elected for odd years and five for even.

The Annual Board Retreat will be held this year on March 25^th at the Black Range Lodge in New Mexico’s Gila National Forest. The evening of the 24^th, Trustees, Advisory Board members and their spouses will take part in a program provided by Trustee Ric Lambart. Past President Gene Valdes will lead a ‘skull’ session on the 25^th for both boards dealing with planning for present year, and a look at our vision for the future.

Julia Cheshire of Panama City FL and Julia Pyatt of El Prado NM will be visiting us in Columbus on Monday, February 24^th. Ms. Pyatt is making a documentary about the China-Burma-India (CBI) Theater of WWII. Her grandfather (and Mrs. Cheshire’s father) General Howard C. Davidson commanded the 10^th Air Force there. His early career included First Aero Squadron duty in Columbus and

Mexico

with Pershing’s Punitive Expedition. Pyatt will be accompanied by Emmy and Peabody Award winning photographer/documentary filmmaker Doug Crawford.

Mrs. Cheshire has very graciously donated photos from her father’s scrapbooks to FASF, and will be exhibiting these

during her stay. FASF and the Columbus Historical Society are planning a luncheon in their honor on that day. A reception in their honor will follow at 1:30 and will be open to the public. They will also be guests that evening at the FASF board meeting. We are delighted that these folks will be visiting.

In addition to a magnifying glass, the statement below needs a little explanation. The property and closing costs do reflect expenses for closing only one of the donated Wilson properties. We have not yet been billed for the second. Both are shown on the balance sheet at a rough market value as of Dec. 31. Do you know anyone who would like one or two pieces of prime commercial land in Columbus, New Mexico…? If there are questions, contact James Efferson, Treasurer, at 575-519-1100.

The statement reflects stability, not growth. That we have managed to hang on to our core membership through the ongoing financial nightmare speaks well for the foundation. So far, we have received no governmental support, local or otherwise; no surprise in this, the poorest county in one of the poorest states.

Herbert A “Bert” Dargue was born in Brooklyn, NY. He taught school briefly and at nineteen he was principal of a combined elementary – junior high, then entered West Point and graduated in 1911, when he was sent to the

Philippines

with the Coast Artillery. There he applied to the Aviation Section of the Signal Corps and started flight training in March, 1913. Dargue soloed in April and received his pilot’s certificate in July. Before leaving the

Philippines

he collaborated with Lt. J. O. Mauborgne to successfully develop a two-way radio for use in flight; he received a letter of commendation for this.

Dargue was sent to the North Island flight school to be an instructor, then in December, 1915 joined the First Aero Squadron in San Antonio. He arrived in Columbus with the squadron on March 15, 1916. His plane was the first to be reassembled so he took it up for a short flight and “crossed the border just a little…” Thus, he was the first pilot to venture into

Mexico

though Foulois and Dodd made the first official visit the next day.

Bert’s adventures in Mexico would require a whole essay – the flight into Mexico when he spent a lonely, cold night near Janos; the mob scene outside Chihuahua where he was saved by a photographer (and his own wits); and a 60 plus mile hike with Willis after their plane crashed summarizes his Punitive Expedition. Between these events, he did some successful flying.

His assignments for the next decade were mostly in flight training. He served again at North Island, then at Fort Sill. A special assignment was to teach the Chief of the Air Service, Major General Mason Patrick, to fly! Fortunately the “over 60” general proved to be a natural.

Dargue commanded the Army Pan-American Flight in 1926. This goodwill tour left San Antonio December 21, five Loening Ducks, each with two pilots. The route circumnavigated Central and South America ending in Washington D. C. on May 2, 1917. Only four planes returned. Dargue’s plane and another collided and both crashed. Dargue and his co-pilot bailed out and survived. The other pilots didn’t. A replacement plane joined for the rest of the flight. The pilots were honored with the Distinguished Flying Cross, the first ever given.

Major Dargue took command of the 2^nd Bombardment Group at Langley Field in 1930. On October 2, 1934, he became Assistant Commandant of the Air Corps Tactical School at Maxwell Field. This was followed by command of the 19^th Wing at Albrook Field, Canal Zone in October, 1938. He was now a Brig. General. He served as Chief of the Air Corps Inspection Bureau in Washington D. C., then in 1941 as a Maj. General, he successfully demonstrated the value of the long range bomber in the joint field maneuvers in Louisiana. This led to the Army including strategic bombing in their battle plans. Later that year, he became commander of the 1^st Air Force at Mitchell Field. Shortly after, the bombing of Pearl Harbor occurred and Gen. Dargue was chosen to replace Gen. Short in Hawaii and to determine why the

U. S.

was so unprepared. He and his staff left immediately is a B-18 which, as usual, he piloted. They arrived in Phoenix late afternoon on December 12 and then continued toward Hamilton Field in California. It is unknown why, but somehow they got off course and at about 9:45 p.m., flew into the side of a Sierra Nevada mountain near Bishop, California. The plane and their remains weren’t found until spring.

Bert Dargue had an exciting military career with several close calls. His career was also successful as he held many responsible command positions. And he contributed in other ways. Not as well known as Foulois, Mitchell and Arnold, nonetheless he was a strong proponent of the Air Service as a separate branch. With Foulois and Gorrell he worked to convince the Armed Services that strategic bombing could be a major factor in warfare. He proved it during the field maneuvers in Louisiana. When inducted into the National Aviation Hall of Fame, the citation read:

“For exceptional contributions to American airpower and Army aviation and to the eventual establishment of an independent Air Force, as well as his skill as both pilot and problem solver, Herbert A. Dargue is enshrined with pride and honor into the National Aviation Hall of Fame.”

The “ Major General Herbert A. Dargue” , an aircraft repair vessel, served in the Pacific in World War II. How many Army men have had a ship named for them?

(Asst) Air Corps Tactical School (Maxwell Field) 19^th Wing (Albrook Field, Canal Zone)

Awards: Distinguished Flying Cross, Distinguished Service Medal (posthumously), National Aviation Hall of Fame

The old Columbus Airport (ColAir) is easily located from the air with the aid of an old VFR Chart. The assumption has long been made that it grew out of the First Aero Field of 1916-17, but until a short time ago the actual location of the aerodrome has been unknown. Where were they positioned in relation to one another? How much were the two congruent? The only known map to show the army field suggests that the south portion of it underlies the east end of the ColAir field. (Our recent Parcel #1 purchase contains part of the aerodrome, and a major part of ColAir.)

Literature on either is sparse. The Columbus Courier reported on April 7^th, 1916, that the Army was building an airfield; apparently work on the field didn’t start until the Squadron flew into

Mexico

on March 19^th. FAS was based at Colonia Dublan and San Jeronimo through April then returned to Columbus. First Aero continued to use the airfield until August, 1917, when it was posted to Europe. The field continued in use until at least 1923 when Maj. Heffernan flew to El Paso in 18 minutes, an unofficial record that lasted but a short time. Camp Furlong (Pershing’s original base) was winding down, and the airfield fell into disuse.

The Deming papers start to mention Columbus’ airfield in 1928. “The Columbus airport is coming into use again,” reported the Graphic on October 2^nd. Five planes had landed in a six day period and townspeople were working on the field. “When completed, the field will be one-half mile square…” (Neither field actually fits that dimension.) At about the same time, a “large” Standard Oil plane circled the town, apparently signaling distress. Cars were driven to the field to light it with their headlamps, but he plane hit a car on landing and demolished both. No one was hurt, but the plane’s passenger was “shook up” and decided to take the train to El Paso.

The airport volunteers must have done a good job, because by 1929, Standard Airlines, flying Fokker F-7s, was stopping in Columbus on it’s Tucson to El Paso run. Jack Frye, Founder and President of Standard, sent to complementary round trip tickets to two Columbus teenagers as a reward for their work on the field. The boys flew to ELP on a Friday night and back on Sunday morning. Frye may have flown into Columbus himself. He possessed the first commercial license issued by Arizona, and made the first scheduled flight into Tucson. After several sales and mergers, Standard became TWA; Frye was it’s president from 1934 through 1947.

Other airlines used the field. Scenic Airways and Universal Airways are mentioned in the newspapers of the time. Notably, Miss Amelia Earhart landed at Columbus on November 30^th, 1929, and spent the night with the Koch and Johnston families. It was unintended, as she was enroute from Los Angeles to Omaha, and couldn’t find the Deming airport… draw from that what you may.

The actual evolution of the airfield from the days of the Punitive Expedition to “…one-half mile square…” to ColAir is unclear. Information gaps exist. Newspaper accounts are episodic and sporadic; Columbus records from 1916 to 1940 make no mention of either field. It seems that the village had no official interest and the work done on the field was private. (Ed. Note: little has changed in that regard.) How the aerodrome of the First Aero Squadron morphed into ColAir is at best uncertain.

DEATH OF A BENEFACTORELECTIONS – ANNUAL MEETING – LAND DONATON – WHITE SANDS MUSEUM

The First Aero Squadron Foundation sadly has learned of the death of a major benefactor, John D. Benham of Pipe Creek, Texas. John D. (nobody called him just John) was an early and enthusiastic supporter of the FAF and his presence will be sorely missed. He was 87.

In 1969, John D. was a co-founder of the International Cessna 170 Association and later served two terms as its president. The 170 Club is today one of the most successful of the General Aviation Type Clubs. He was a Private Pilot and a licensed A&P mechanic who rebuilt/restored 20 Cessna 170s among other aircraft after his retirement from San Antonio’s Kelly Field as a civilian employee. His most recently was restoring Model Ts and Model As. The son of a horse and cattle trader, John D. was an enthusiastic auction goer and collector.

He was a Master Mason, a member of the Scottish Rite and Eastern Star as well as the Shriners. He leaves his loving wife and soulmate of 51 years, Dorothy; a son Daniel (an airline pilot) and a daughter Gayla; and numerous grandchildren and great-grandchildren.

John D. was an active supporter of the 170 Club Scholarship Fund, First Aero Squadron Foundation and a number of private philanthropies and scholarships. President Bill Wehner and his wife, Mary McClain, represented the First Aero Squadron Foundation

at graveside services in Pawnee TX . Other FAF members attending were Bob and Carol Coats, Missouri; Buddy and Jeanne McGown, Ken Peck and Naomi Goodlet, Frank Stephenson, and Jim and Lolly Wildharbor, all of Texas.

One of John D.’s primary interests was to see us able to restore flight operations to the old Aerodrome. Unfortunately, as we stand on the brink of doing just that, John D. will not be with us to help cut the ribbon. The thoughts and prayers of all of us go out to Dorothy and the family.

Late in September, your president was the guest of the White Sands Missile Range Museum and Learning Center near Alamogordo, NM. FAF Advisory Board Member Pete Adolph of Albuquerque arranged for the meeting. Trustees Austin and Pam Vick along with Registrar Collean Holly conducted an extensive tour of the facility. One comes away deeply impressed by several things – the amazing amount of activity at the Range since 1945; the depth and variety of the collections; and the support and dedication of those involved with this unique museum. This place is a must stop should you ever find yourself in the neighborhood of the Range or the National Monument. For information: 575-678-8824 or darren.court@us.army.mil

In the works, thanks to the efforts of First Vice President Martha Skinner is the donation to the Foundation of several Columbus Village vacant building lots. The donation becomes a tax deduction for the owners, and become assets for the FAF. If you know of someone who has real estate that has been crippled by the economy, we would welcome it. The same hold true for the donation of other goods. Reminder: if you have not completed your charitable giving for the year, keep us in mind. We need it!

As usual, elections of First Aero Squadron Foundation Trustees will take place the end of the year. Please mark you ballot (included with this issue) and send it in ASAP. This is your organization – you run it – please do your part. As you know, the nine Foundation trustees serve two year terms with four running in even years and five in odd years. The trustees in turn elect the officers of the organization from their number at the Annual Meeting. Running for reelection this year are Kris Lethin, Sharan Maxwell and Bill Wehner. James Efferson is running as well; he was appointed to fill an unexpired term. A brief bio of each candidate follows:

James Efferson currently serves as Treasurer of the Foundation. His background is accounting; he has most recently served as the Treasurer of the Village of Columbus. He was employed by St. Claire Wineries as HRM; he also serves as a financial advisor to Our Lady of Los Palomas, a local charitable organization.

Kris Lethin splits his time between Columbus and Seldovia, Alaska. Kris is a pilot as are both his sons. He has been a State Representative and was one of the drafters of the Alaska Constitution. He and wife Judith operate Our Lady of Los Palomas here in Columbus as well as a bed and breakfast in Seldovia. He currently serves as the Foundation’s Web Master.

Sharan Maxwell spent many years as the Curator of the Columbus Historical Museum. She originally retired to Columbus after a career as a corporate executive secretary and now serves the Columbus Historic Preservation Commission in that capacity. She currently serves as Secretary of our Foundation as well.

Bill Wehner is an instrument rated private pilot and co-founder, with the late John D. Benham, of the International Cessna 170 Assn. He is retired from a landscape architecture and planning practice; is a past president of the Iowa Nursery and Landscape Assn.; and is past chair of the Columbus Historic Preservation Commission. He now serves as president of the First Aero Squadron Foundation.

A ¾ scale Curtis Jenny is being built by a Missouri instructor/pilot. Clint Allen of West Plains MO is building a JN-4 which he describes as not a replica, but a look-alike for many practical reasons. This writer had a chance to visit with Clint at some length; the project has been a challenging one for the builder, but the results look like they will be well worth while. Clint, by the way, is well into his 80s. He can be reached at clintair@centurylink.net

Odds and ends… Treasurer Efferson reported a bank balance at the October board meeting of $7538, from which the cost of insurance, letterhead stationary and the new sign will have to be deducted. Income for the month was $170. The board had earlier determined that the proposed sign was too wordy to be easily read; changes were still being worked out.

Ralph Royce was the third commander of the First Aero Squadron. A 1914 West Point graduate, he attended the Signal Corps Aviation School near San Diego, graduating in May of 1916, and joined 1^st Aero in Columbus shortly thereafter. By that time the original JN-2/JN-3s had been scrapped and replaced by Curtiss R-2s. These planes, though superior to the Jennies arrived from the factory in dismal condition. Many lacked parts and were carelessly assembled. Because of the poor Curtiss quality control many of the aircraft virtually had to be rebuilt from the ground up. Consequently, little time was spent in the air that summer.

Things improved and Royce became an adept and promising officer – so much so that when Townsend Dodd out of the unit, Royce was chosen to replace him as commander in March, 1917. At first the command was temporary, but he was promoted in August and took full command. It was he who led the squadron to Europe to become the first air unit of the American Expeditionary Force.

The squadron trained at Avord and Amanty; on April 11^th 1918 made the first official all American mission into enemy territory, then (April 11, 1918) made the first official all-American mission into enemy territory. Captain Ralph Royce, Lt. Daniel P. Morse, Jr. and Lt. Stephen H. Noyes flew three Spad two-seaters on a photo reconnaissance near Apremont. In August, Major Royce was promoted to command the Observation Group; the 1^st, 12^th and 88^th squadrons. Their mission was visual and photographic reconnaissance within and behind enemy lines.

Promoted again to Lt. Col., he received the Croix de Guerre for his service in

France

with the citation: “Commanding the first American Escadrille, he insisted on making the first reconnaissance above the enemy lines himself. Gives to his pilots generally an example of admirable dash and intrepidity.”

After the war, he commanded the primary flying school at Carlstrom Field 1920 – 1926. He was the commander of Brooks Field at San Antonio, then 1928 to 1930 he commanded the 1^st Pursuit Group at Selfridge, Mich. He led his command on the “Arctic Patrol”, a flight from Selfridge to Spokane, Wash. And back to test equipment under extreme winter conditions. He was awarded the Mackay Trophy for this. After stints at the Army War College and duty in the

Philippines

, he took command of the 7^th Bombardment Group in 1939.

When the U.S. entered WWII he was the Military Attache for Air at the American Embassy in London, but in January, 1942 was sent to

Australia

as Chief of the Air Staff, U.S. Army Forces in

Australia

. He led the attempt to break the Japanese blockade of Corregidor. On April 11, ten B-25s and three B-17s left Darwin for Mindanao. All arrived safely and dispersed to various fields. Over the next three days more than twenty sorties were flown against targets at Cebu, Davao and Nichols Field on Luzon. One B-17 was destroyed on the ground; the others returned safely to

Australia

. This operation is known as the “Royce Mission” and he, now a Brig. Gen., was awarded the Distinguished Service Cross.

Gen. Royce returned to the U.S. in Sept., 1942 and commanded the First Air Force from April to September, 1943. Commands of the U.S. Army Forces in the Middle East and the 1^st Provisional Tactical Air Force followed until January, 1945 when he returned home to command the Personnel Distribution Command at Louisville, Kentucky. He retired on a disability in July, 1946. He continued to work, however, and in 1948 became Director of the Department of Economic Development for the State of Michigan.

Major General Ralph Royce had a distinguished career. Until his health failed, his “style” as stated in the Croix de Guerre citation and reinforced by his leadership in the

U.S.

Australia

and the

Philippines

was “to lead from the front”. No less should be expected from survivors of the First Aero Squadron in Columbus, New Mexico.

Where we are, where we’ve been, and where we are headed: a report to the membership.

Where we are- While this group is officially only 2 ½ years old, a few dedicated souls have been working on saving the aerodrome and the memory of the men of the First Aero Squadron for almost 4 years. The first ‘meeting’ of the group was in the local pool hall because the community center had become unavailable. Almost 30 attended; all in favor of the project but one. Immediate Past President Gene Valdes rode herd on incorporation, IRS clearance as a 501(c)(3), and registration with the State of New Mexico. This process alone took almost a year. The purchase of 60 acres in the Columbus Historic District, containing a portion of the old Columbus Airport and reported to contain a part of the old aerodrome as well, was negotiated with the New York owner in less than 60 days. We were able to borrow the $50,000 purchase price from private individuals in less than 60 days, then the lawyers took almost a year to allow the dream to become reality. I spent the best part of 50 years in the small business world where deals were turned around in days. It is not like that in the world of non-profits, I have come to discover. There are a number of reasons, of course, but eventually patience wins (that’s what folks keep telling me).

Using documents recently uncovered by Air Force Historian Dr. Roger Miller, John Deuble of Albuquerque has been able to pinpoint the actual boundaries of the aerodrome with a high degree of certainty. Under the watchful eye of trustee Ken Emery, this last month a registered surveyor located the corners of our recent purchase. I am extremely gratified to report that we now not only own a portion of the old aerodrome, we also own a major part of what once was the Columbus Airport. The upshot is that we, in effect, control both important historic aviation sites. (See website for map locater.)

We have been able to raise $50,000 for the purchase of parcel #1, but, of course, we are committed to pay back that amount to the lenders over the next 5 years; we have about $8200 in the treasury at this point after paying the surveyers.

Where we are headed- The next step could be to the return of the parcel to aviation use, that is, we could go ahead and clear brush and grade at least a temporary landing strip. The Village of Columbus has been reluctant to act on our request for airport zoning; this action on our part would demonstrate our determination to move ahead.

The orientation of Parcel #1 would allow us to install NE/SW strip of about 2000 feet in length. We have at least two former airport/FBO operators who have volunteered themselves in a construction effort. As usual, however, there are a couple of items to deal with- not the least of which is money. Also, since this is a historical site, we will almost certainly be required do a certain amount of archeology before we can start work on a permanent landing field. We are about to start investigating State of New Mexico requirements in this area, as well as what grants might be available. Once again, money. SO, a big question right now is: do you know anyone – corporation or individual – who might be willing to at least partially sponsor the return of this site to flying status? (As you know, donations to us - money or materials - are tax deductable.) Your dues are what keep us running on a day to day basis. We need to increase our membership base in order to be able to function effectively and to take on projects like creating a temporary airstrip. Are you willing to help out? As a part of this newsletter there is an application form. Please pass it along to someone who might be interested in this project. The brutal fact is that in this economic climate, we cannot survive without new members.

This is a project where each of you make a difference… this place matters!

Also new on the website is Trustee Jim Davis’ YouTube interviewing this writer about the recent purchase of Parcel #1 as we stand in the middle of that property with the wind whistling through the mesquite around us.

Jim Davis and I were privileged to be among the small crowd of friends, relatives and other well-wishers at the birthday party given for Advisory Board Chair Jim Greenwood on the occasion of his 90^th. Greenwood’s efforts over the years have been an inspiration for those of us involved in trying to save the aerodrome. Happy birthday, Jim, and many more! Jim has been an aviation executive, FAA Assistant Administrator, pilot and writer of note; he’s now steering an Alzheimer’s project in Tucson.

The following, by historian Ken Emery, is another in the series of articles about members of the original First Aero Squadron:

The First Aero Squadron arrived in Columbus with two Captains; Unit Commander Benjamin Foulois and Townsend Dodd. Captain Dodd was already recognized as an achiever among his fellow pilots. In 1913, he set a non-stop duration of flight record in a Burgess H Model (244 miles in four hours and eighteen minutes). He and Lt. S. W. Fitzgerald won the Mackay Trophy for reconnaissance in 1914 and in 1915, he set a temporary record by flying up to 4,000 ft. Also in 1915, he flew the first night flight: 30 minutes. It is significant that when Captain Foulois led the squadron into

Mexico

, he chose to fly with Dodd.

Townsend Dodd graduated from the University of Illinois in 1907 with a degree in Electrical Engineering. He joined the Coast Artillery Corps as a 2^nd Lieutenant in 1909, then transferred to the Aviation Section of the Signal Corps in 1912. June, 1913 found him with the First Aero Squadron in San Diego. He remained with this unit into its deployment to Columbus and

Mexico

. He flew with Foulois on the Air Services’ first tactical reconnaissance over hostile territory on March 15, 1916. He served as either pilot or observer during the squadron’s tour in

Mexico

and replaced Foulois as Squadron Commander in September, 1916.

His link to Foulois continued when he replaced him as Departmental Aviation Officer in San Antonio on March 19, 1917. Dodd Field, the original flight field there (and later during WWII a POW camp) was named in honor of Townsend Dodd on May 10, 1928.

General Pershing selected Dodd to be the Aviation Officer of the American Expeditionary Force in 1917 with rank of Lieutenant Colonel. He served as such through June 30, then became the first chief of the Supply Section. He was promoted to Colonel on August 14. 1918.

He took command of Langley Field in July, 1919. He was to represent Langley in the First Transcontinental Reliability and Endurance Test when, on October 5, his DH-4 crashed near Bustleton Field, PA and he was killed. He had been married but six months and left no descendants, but there are monuments to his life. In addition to Dodd Field, there is a mile long Dodd Boulevard and Dodd Hall at Langley AFB. There are two American Legion Posts named for him. Colonel Townsend F. Dodd Post No. 130 is at Langley. Post 0344 Townsend F. Dodd is in his hometown of Anna, Illinois.

There is a beautifully written, poignant bio of him available via the internet. In it, Brenda Phelan said, “Townsend Dodd did nothing that spectacular in his mind, as with all great men, he preferred to give credit to other men. Stating that the success of his record breaking flight was due to his passenger, who kept an eye on the engine, turned the map, and was always alert and ready at any information for which he asked. There were thirteen aviators at the beginning of the Aviator Corp, many of them died as a result of experimentation with their new flying machines. I could sense from their letters to each other and their families they were very much aware of their possible fate. These men were truly testing unproved ground. And as with so many record breaking feats many men came after to beat these records and Townsend Dodd became a footnote in history.”

This shouldn’t happen… the First Aero Squadron Foundation is determined to keep the memory of Townsend Dodd and his fellow aviators alive so that their sacrifices and achievements won’t be forgotten.

Commands: First Aero Squadron, Aviation Post, Fort Sam Houston (3^rd Aero Squadron), Langley Field

Awards: Mackay Aviation Trophy, American Medal of Merit, Distinguished Service Medal

PARCEL #1 IS OURS! – MILLER VISIT – BOARD CHANGES – APPOINTMENTS TO ADVISORY BOARD – DESERT EXPOSURE ARTICLE

Dr. Roger Miller, sponsored by the Air Force, staged a first class performance on Saturday, April 24^th in the Exhibition Hall in Pancho Villa State Park. Miller is a respected historian and author, and Deputy Director of the AF Historical Office. Trustee Ric Lambart, working with the park’s John Read to put the program together, counted close to 120 people in the audience- the largest attendance ever at a PV program. Among the guests were Steve Watson, Archivist at Kirtland AFB, Albuquerque; Miriam O. Seymour, Tucson, aviation historian and author; and John Deuble, Albuquerque, Southwestern historian and author.

Also attending were Advisory Board Chair Jim Greenwood, Green Valley AZ.; and Advisory Board Members Pete Adolph, Albuquerque; Bob Worthington, Las Cruces; Lyn Benedict; Roswell; and Tom Willmott, Santa Fe. The speaker and Advisory Board Members with wives and guests were treated to a luncheon by the trustees at the local Three Salsa’s Restaurant following the program.

Dr. Miller’s presentation explored the early deployment of the First Aero Squadron and the creation of Camp Furlong (now Pancho Villa St. Pk.), and its overall contribution to the Punitive Expedition. Featured were a number of illustrations and maps that have recently come to light.

The end of April, Village Magistrate Javier Lozano took your President on a tour by foot of our property, actually acquired the last day of March. We were able to identify the southeast corner of the property in the middle of a fence line in chest-high desert brush, although by that time this writer was ready to call in the Medivac. With luck, this represents the start of getting a landing strip bladed out of the mesquite.

Steve Watson, it should be noted, has donated about 2 dozen copies of a document important to you serious aviation historians. It is: Logbook of Signal Corps No. 1, the US Army’s First Airplane, by Benjamin Foulois (later 1^st Aero Commander), edited by Meghan Cunningham. This 52 page book was published in 2004 as a part of the Hundredth Anniversary of Flight by the Air Force History and Museums Program. The book is well illustrated and has an excellent introduction by the editor. The books, while they last, are available from the Foundation for a donation of $10, including postage and handling…

Significant changes have come to the Board of Trustees. Charter Trustee Pete Oesper had been serving as an interim treasurer when James Efferson offered his services to the Foundation. Efferson, whohas a history with non-profits, most recently was Treasurer for the Village of Columbus and had served as Human Services Director for New Mexico’s largest winery. Oesper approached the board with the suggestion that he resign, and that the President appoint Efferson in his place. Pete has given freely of his time and experience and while board members were vocal in not wanted to lose him, the reluctantly accepted his resignation, and James Efferson was appointed to fill Oesper’s unexpired term. Proving that no good deed goes unpunished, the Board next appointed Pete to the empty, non-board position of Parliamentarian. Oesper, an engineer, heaved an audible sigh of relief as he handed the books over to his successor.

One of our esteemed historians, Ken Emery (Jim Davis in DC being the other) has written a well researched and very readable article about he First Aero Squadron for the April issue Desert Exposure Magazine. We would heartily recommend that you Google it up when you have a few minutes. It is great background and well worth the time. The Desert Exposure website: www.desertexposure.com

We are being dragged kicking and screaming into the 21^st Century. The last two Board meetings saw the local Trustees connected by live feed with Webmaster Kris Lethin in Seldovia, Alaska via Skype voice and video.

Member Dick Chevalier of Windsock Airpark, Columbus, has just been accredited to Photographer’s Row for the Atlantis Shuttle Launch. Dick is a stringer for the Deming Headlight; he flies an RV-6A. www.hangarliving.com

General Foulois started his military career as an enlisted man in the Spanish-American and Philippine Wars. While in the latter, he was commissioned a 2^nd Lieutenant in the 17^th Infantry on February 2^nd, 1901. He was promoted to 1^st Lieut. on October 16^th, 1906, and to Captain, Aviation Section Signal Corps, July 23^rd, 1914. His aviation duties began in 1908 and continued until his retirement, December 31, 1935.

Foulois was ordered to Fort Sam Houston TX with Signal Corps Airplane #1 to teach himself how to fly. At this point he had received less than an hour of instruction from Wilbur Wright and had not soloed. He did so on March 2^nd, 1910, making four flights in a Type A Wright flyer. These included his first solo takeoff, first solo landing, and first solo crash! He was truly a “mail order pilot” for, as problems arose, he requested and received instructions from Wilbur by mail.

Over the next two years, he improvised and made modifications to the Flyer, such as replacing the skids with wheels, adding a seatbelt, and using a radio while airborne. On March 3^rd, 1911, he and Philip O. Parmalee made the first official military reconnaissance flight in conjunction with a ground exercise.

After duty at Fort Leavenworth and Galveston, he went San Diego’s Signal Corps Aviation School where he assumed command of the First Aero Squadron in 1914. After stops in Ft. Sill OK and Fort Sam Houston, on March 15^th, 1916, the squadron became a part of Pershing’s Punitive Expedition, flying out of Columbus NM.

He left 1st Aero in September, 1916, and after stops at Ft. Sam Houston and Washington DC, where he developed the plans to build an air force to support the AEF’s three million man army, he was assigned Air Service Chief on November 17, 1917. Inevitably, he clashed with Billy Mitchell, whom he replaced. Mitchell, by all accounts, could be an irascible sort, strong willed and highly opinionated. Having come from a privileged background, he may well have ‘looked down’ on Foulois’ more modest heritage. He referred to Foulois’ staff and perhaps Foulois himself, as ‘carpetbaggers.’ Since Benjamin Foulois was not exactly a shrinking violet himself, their clashes continued until Mitchell’s court martial in 1925 and resignation in 1926. Their mutual dislike was unfortunate because on many issues regarding the development of and use of the Army’s air arm, they tended to agree. Their cooperation could have aided the eventual development of the Army Air Corps.

After the war ended, Foulois helped draft the air clauses of the treaty of Versailles. After an appearance before the Senate Military Affairs Subcommittee where he testified with unflattering bluntness toward the Army General Staff and Assistant Secretary of the Navy Franklin D. Roosevelt, he returned to Europe as a military attaché. There he accumulated a large amount of aviation intelligence from German sources. He hoped that it would be put to use by the U.S., but complained later that it never was.

He became commander of Mitchell Field, NY in 1925 and in 1927 became Assistant Chief of the Air corps. He became Chief of the Air Corps on December 19, 1931. During his command, the development of long range bombers (B-17’s and B-24’s) began. Also, during this time, the “Air Mail Fiasco” of 1934 occurred. Previously the mail was carried by commercial airlines, but an ongoing dispute with the Government led President Roosevelt to ask Foulois if the military could do the job. Foulois said, “Yes”, thinking that there would be time to prepare but, a week or so later, the mail was dropped in his lap. Between February 19, 1934 and May 17, 1934, 1.5 million miles were flown by Air Corps pilots who lacked training, funding, equipment and experience. There were many fatal crashes, and the image of the Army Air Corps suffered accordingly.

Foulois was caught in the middle of a political battle between commercial aviation, Congress and the military. His previous adversarial position with now-President Franklin D. Roosevelt probably didn’t help!

Major General Benjamin D. Foulois retired from the Army on December 31, 1935, quietly with no parade, fly-by or farewell from the general staff.

Jim Greenwood has said, “…Benny Foulois was one of the most under-rated individuals ever to command the U.S. Army Air Service (later Air Corps). “(He) first envisioned the concept of military airpower when he was the Army’s only aviation, long before Billy Mitchell had ever learned to fly. And it was Foulois and (Col. Edgar) Gorrell who came up with the idea of strategic bombardment, not Mitchell.”

General Foulois was the U.S. Army’s first, and for a time, only pilot and ended his career as Chief of the Air Corps. During that time he observed and helped implement huge changes and was instrumental in laying the groundwork for the U.S. Air Force today.

The Annual Board Meeting of the First Aero Squadron Foundation was held at the Columbus Library on 11 January 2010. The First Vice President reported that over 50% of the membership was represented by ballots and proxies.

Reelected for a two year term were Gene Valdes, Martha Skinner, Ric Lambart, and Jim Davis. After being appointed last year to fill an unexpired term, Ken Emery was elected to join the four others. Congratulations to all.

Treasurer- Pete Oesper (with a plea to be replaced. It is noted that officers must be elected trustees, although a person could be appointed “Asst. Treasurer” and report directly to the elected Treasurer. Ric Lambart is investigating this possibility.)

The incoming president would like to join the other trustees in thanking Gene Valdes for the hard work he has put into his job for the last 2 years. Gene originally agreed to serve only one year but was coerced into a second term last year. He has worked especially hard to bring the purchase of Parcel #1 to a successful conclusion in spite of the best efforts of various lawyers. Pete Oesper has overseen the selection and purchase of computer and printer for the treasurer’s use. He has installed the accounting program and has babysat it for the past year. He has the gratitude of all of us. Both Pete and Gene remain on the Board of Trustees.

Special emphasis this year will be on (1) internal organization and budgeting, (2) membership recruiting and retention, and (3) local publicity.

We have a couple of years experience with a growing foundation, and a full year with a new accounting system. Now we have the opportunity to de-bug the system, and to use the numbers we have developed to create a working budget. In October of 2009, Peter Westacott submitted a business plan tailored to the needs of the foundation; consideration of this plan will be a part of this committee’s purview. We also recognize that in this day and age of expanding and expensive torts, insurance coverage is a requirement for doing any kind if business. The Insurance Committee will be working closely with Audit and Budget find proper coverages.

Most organizations experience a 10 to 20% falloff in membership each year. That means that just to stay even we will have to enroll an equal number of new folks, or go out of business. We placed a recruiting ad in the 170 News for their 1^st quarter issue to begin this effort as well as to thank the International Cessna 170 Association for their support. We need serious input for this enlistment campaign. Another facet we are hoping to explore (exploit?) is the wealth of local of talent in our local membership.

By putting emphasis on dealing with local publicity, we are hoping to grow the program to a national/international level on a continuing, coordinated basis. As any organization grows, so must the by-laws. The committee so-charged will report from time to time on recommendations for needed changes

Last, but certainly not least, the Webmaster, Kris Lethin, has put together a small group to revitalize our site. If you haven’t checked it in the last few days, I urge you to do so. Kris has devoted a lot of time to the site and it shows.

The First Aero Squadron Foundation only because of the faith and hard work of the individuals involved. The trustees welcome your attendance and input at both board and committee meetings. Please email or call me any time you have an idea, comment and/or criticism- this is your organization.