TAPE 36

TAPE No. 36

Air & Space Museum

Now getting back to the Air & Space Museum and to the

Milestones of Flight exhibited!as one moves forward from the

entrance, I saw an original Lilienthal glider, similar to the

type in which he lost his life, and also a Langley Aerodrome

powered model which flew in 1896. The next important

milestone was Lindbergh's Spirit of St. Louis, which I had

first seen in Washington, D.C. on his return with the

airplane on a warship following his flight to Paris, at which

time I attended an NAA breakfast in his honor at the Willard

Hotel. I had seen it a number of times later in the castle

of the Smithsonian Institution in Washington. Also suspended come

up above we~ to the first plane to fly beyond the speed

of sound, the s 1 e e k Be 1 1 X- 1. This p 1 a ne was f 1 own t d~ a c h

1.06 by Chuck Yeager in 1947 to start the era of supersonic

flight. Next was the NASA and US Air Force X-15 which flew

at 6 times the speed of sound. Then, moving on to space

activity, there were two of Dr. Goddard's liquid-propellant

rockets and the actual Mercury spacecraft Friendship 7 in

which John Glenn was rocketed into space from Cape Canaveral

and became the first American to orbit the earth. And

finally, in the center of the floor beneath the 1903 Wright

flier was the command module Columbia of the Apollo 11

spacecraft in which astronauts Neil Armstrong, Edwin Aldrin

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TAPE 36

and Michael Collins flew to the moon and back in 1969.

Armstrong and Aldrin were the first to walk on the moon and

as I have mentioned I had a nice chat with Aldrin during the

AIAA dinner in Los Angeles at which I was made an Honorary

Fellow in 1981.

Probably the next item that should be placed with the

Milestones of Flight should be the space shuttle which gets

blasted off as a rocket from Cape Canaveral, then makes

orbital flights around the world for a week or so and finally

lands as an· aircraft, to be used over and over again. I

believe four have been made and under present conditions, one

is going up every month, doing experimental pioneer work,

some of it commercial research. These are the most complex

and sophisticated aircraft made to date and it gives me

pleasure to see them land (on television, that is) and on a

tricycle gear which we had worked out to make it easier for

neophytes to make satisfactory landings with small airplanes.

In going through the rest of the National Air & Space

Museum, I encountered quite a number of items that had some

direct or indirect connection with my activities over the

years. Three of these are on a balcony adjacent to the

Milestones of Flight area just mentioned. One was the large

Fokker T-2 monoplane powered with a Liberty engine with which

Army lieutenants Kelly and MacReady made the first non-stop

US coast-to-coast flight in 1923. They then flew it to the

National Air Races in St. Louis where I had a good chance to

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TAPE 36

look it over carefully and also to see the pilots. Next to

the Fokker T-2 was an Army Douglas World Cruiser, four of

which started from Seattle in April 1924 on a 'round the

world flight via Alaska and Russia. They were fitted with

either wheels or seaplane floats, as required. The trip took

five months and had many difficulties, only two of the four

completing the entire circuit of the world. As I believe I

have mentioned earlier, I saw them come into Washington and

land on Bowling Field with President Coolidge on a platform

waiting to receive them. They then completed the journey to

Seattle. One of the planes that completed the entire circuit

was piloted by Eric Nelson whom I later knew as sales manager

at the Boeing Company in Seattle.

Hanging nearby was the beautiful Curtis R3C-2 racing

biplane in which Army lieutenant James H. Doolittle won the

Schneider trophy race for seaplanes in October 1925. As I

mentioned way back, I was working at the Bureau of Aero­

nautics at the time and was a pylon judge for the race on a

boat in Chesapeake Bay. The Navy people were embarrassed to

have the seaplane race won by an Army man and he gained the

informal title of "Admiral" Doolittle. Although I saw him in

the plane rounding the pylon a number of times during the

race, I did not actually get to meet him until after World

War II when he was General Doolittle. The airplane was the

same model as that in which I saw Al Williams of the Navy win

the Pulitzer race in St. Louis in 1923.

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TAPE 36

Another airplane in the same area was the Lockheed

Sirius that was flown by Charles Lindbergh and his wife Anne

on exploratory flights for PanAmerican Airways in the early

1930's. The first,which was later called ··the"North to the

Orient" flight in 1931 followed a great circle route over

Alaska and Siberia to Japan and China. So far as I can tell

this is the same identical planejexcept for the addition of

floats and a canopy over the cockpits for the cold weather

operations ,that Lindbergh and I flew our propeller tests in

at Burbank Field, California in preparation for his record­

breaking trip with his wife from the west coast to the east

coast of the United States in early 1930. By the time they

made their next big exploratory trip in 1933, a larger engine

had been fitted to the airplane with a Hamilton Standard

controllable pitch propeller which had just been developed by

Frank Caldwell. That trip went via Greenland to the major

cities of Euroupe, then down to Africa and across the South

Atlantic to Brazil before coming back up to the United States

through the Caribbean Islands. Later both of these routes

were followed by PanAmerican flights. I was also pleased

that this early plane was equipped with a radial engine and

the low-drag NACA cowling for both power plants. In fact,

Gerry Vultee, then chief engineer of Lockheed, was one of the

first to use the low-drag NACA cowling on the Lockheed Vega,

Air Express and Sirius airplanes.

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TAPE 36

In the museum's hall of Air Transportation, one of the

first airplanes I noticed was the little Pitcairn Mail Wing

biplane hanging way up high. I knew Harold Pitcairn and his

chief engineer Larson (whose first name I have forgotten) as

well as Jim Ray, his chief pilot. It was used in the late

1920's and early 30's as a mail plane on relatively short

runs. Eastern Air Transport, later Eastern Airlines, whose

president was Eddie Rickenbacker, used it up and down the

east coast of the country, all. the way down to Miami. The

airplane needed a refueling stop between Jacksonville and

Miami, and Vero Beach was selected, I believe because a local

businessman, H. R. 11 Bud 11 Holman knew Rickenbacker and he and

some friends including John J. Schumann had established a

little airport here. Vero Beach was then a standard Eastern

Airlines stop, the smallest city in the country I beli~ve to

have such an honor until the jet airliners came into the

picture and the small stops were eliminated by the main

airlines. Bud Holman and John Schumann were about my age and

John is still alive. His son, John Jr., is a pilot and has a

beautiful restored Stearman airplane which he and his wife

Cathi enjoy flying around and attend a number of antique fly-

ins.

other

Bud Holman's two sons,

things a fixed-base

Tom and Bump, operate among

operation on the Vero Beach

municipal airport, from which I have recently rented a Piper

Cherokee Archer airplane to make various trips, as I have

mentioned. The regular Pitcairn Mail Wing was powered with

the Wright J-5 radial air-cooled engine, the same as the one

which we had used at the NACA for propeller and cowling tests

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TAPE 36

and which was used by Lindbergh in The Spirit of St. Louis.

Pitcairn also put out the same basic model with a lower

horsepower Warner engine, and our friend Eastman Jacobs had

one of these at Hampton, Virginia. He let me make a few

take-offs and landings in it as a brush-up in preparation for

my flying the W-1 experimental airplane that we had made.

Getting back to the museum's Hall of Air Transportation,

another airplane hanging from the ceiling was a Fairchild FC-

2 five-place monoplane. This was a closed cabin airplane Sherman

w i t h t h e p i 1 o t i n f r o n t • I k n e w ~m::±Jl Fa i r c h i 1 d i n t h o s e

days, largely in connection with the early days of the

Institute of the Aeronautical Sciences. He developed and

manufactured aerial cameras, among other things, and the FC-2 I

model airplane was designed for use in aerial photography.

It was used also as a light transport, however, particularly

in bush country such as that in South America and Canada. My

direct connection with it was that the NACA had one at the

Langley laboratory and we used it in connection with stalling

research and short landing research.

Another aircraft in the Hall of Transportation area with

which I had some experiences was the Ford Tri-motor, to which

I had fitted propellers, both in the Milwaukee, Wisconsin

area and at the Ford plant in Dearborn, Michigan. These

experiences I have told about previously. The Ford Tri-motor me

also remindedAof one that I had taken on the airline between

Los Angeles and Oakland, California in late November 1929

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TAPE 36

which made stops in Bakersfield and Fresno. I have also

mentioned previously how at Fresno·we found a crack in the

Hamilton propeller hub and after convincing the pilot that I,

the former chief engineer of Hamilton, was not going any

farther on the airplane and recommended that they not proceed

either, they ended the flight there and I took the railroad

to Oakland. Airline transportation has improved enormously

since the noisy, vibrating rides in the old Ford Tri-motors,

but in those days of small planes we could chat with the

pilots and were treated as relatively important individuals.

Also hanging in the Transport Hall was a Northrop Alpha,

essentially a metal version of the Lockheed Sirius which Jack

Northrop had also designed previously, but which was

constructed of wood. The Alpha had the pilot in the back in

an open cockpit and had a comfortable but snug cabin that

would seat four passengers or the space could be used for

cargo. Jack Northrop was designing and constructing the

prototype of the Alpha on the Burbank Airport of the United

Aircraft and Transport Corporation at the same time that I

was on the airport with the Hamilton factory branch of what

had just become Hamilton Standard. We furnished the

propeller for the Alpha and I visited his operation often

when he and his structures man, Don Berlin, were working on

the Alpha. I remember that in order to get a part of the

airplane, say a wing, as light as possible and still have

suitable strength, they would design it under strength and

then test it to destruction and increase the strength only

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TAPE 36

where it needed it. In this way they obtained a very good

strength:weight ratio. It had excellent speed performance

for its time, but it was soon replaced as a passenger carrier

because of its small size.

The largest airplane suspended in the museum's Hall of

Transportation is the Douglas DC-3, stated by the museum to

be the single most important aircraft in the history of air

transportation. The advanced design which made this possible

is credited by some historians to three particular design

features. One is its well streamlined aerodynamic form with

sheet metal aluminum construction involving cantilever wings

and tail surfaces free from struts and brace wires. The wing

has Northrup's multicellular stressed skin structure with I

smooth, uncorrugated surfaces. Another is the retractable

landing gear which reduces the drag. The other is the low-

drag NACA cowling on the engine nacelles and the optimum

location of the cowled nacelles with respect to the wing,

both from the point of view of low drag and maximum lift.

This latter was the direct result of our research work in the

20' propeller research tunnel of the NACA at Langley Field.

The Boeing 247 which came out before the Douglas DC-3

had all of these features, but it carried only 10 paying

passengers plus a pilot and co-pilot and it was used

satisfactorily on United Airlines and others. In

competition, then, Douglas produced the DC-1 as a prototype

and the DC-2 in some production. The DC-2 carried

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TAPE 36

14 passengers plus a pilot, co-pilot and stewardess. It out-

performed the ·Boeing 247 and was immediately in great demand

for the airliness for it could operate at a lower cost per

passenger mile, although government subsidy such as possibly

paying for mail carrying was still needed. Then TWA Airlines

requested Douglas to provide a sleeper version, like a

Pullman car arrangement, and to do this they widened the

fuselage, making it circular in cross-section. 'l'he sleeper

without qlaepj.n~ .ouarte:r:s. was called the DST, but,l\the extra WJ.ttth al.lowed room for an

extra row of seats so that with three seats abreast the plane

could now hold 21 passengers plus a crew of three. This

version became the DC-3 and for the first time airline

operations could be run without the need of a government

subsi4y. Including the military version, the C-47, more were

constructed than of any other transport airplane.

My first ride on a DC-3 was in January 1937 on the Dutch

KLM Airlines from Amsterdam to Berlin. Later on, during

World War II, I had a ride from Los Angeles to Washington in

a Douglas DST sleeper. The plane landed every couple of

hours and because it had a tail wheel type landing gear, I

slid to the rear of the berth and was waked up each time

under those conditions,and considering also that they carried

only 14 passenge:r:s, the DST s;;J;Qetun•-s did not last very long as

a sleeper.

The Gallery of Space Technology is in the northeast

corner of the museum on the second floor. One enters through

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TAPE 36

a long, narrow passageway with charts a;ong the walls, moving

picture displays; cutaway sections of a radial engine and a

constant speed controllable pitch propeller and examples of

airplane structures,all to give a quick course to the lay

public in what an airplane is and how it works. There was

also a small model of an NACA cowling in an enclosed stand

and a switch which could be used to turn on an airstream

which blew past it. The cowling ring was able to move fore

and aft but was held back by a spring. When the airstream

was turned on, the nose cowl moved forward against the spring

pressure, illustrating that it would tend to pull the

aircraft forward and reduce the overall drag. Having been

exposed to some of the fundamentals of flight I was then able

to sit in a little puppet theatre and follow through a design

conference on a racing airplane for the period 1933. The

puppets included a project engineer who was in charge of the

affair, an aerodynamicist, a power plant engineer, a

structures engineer, and a test pilot. They discussed the

design of the entire airplane, but I'll just mention one part

which is associated with my work. The aircraft was to be a

pylon racer but was to take off and land on a 500' runway.

The power plant man therefore insisted that the engine should

be as light as possible for the power required and this

called for a radial air-cooled engine. It followed, then,

that the engine must be covered with a low-drag NACA cowling.

~ext I went into a circular area forming the central portion

of the Gallery of Flight Technology. Suspended from the

ceiling was just one airplane, the beautiful Hughes Racer,

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TAPE 36

the design of which had been started about 1933. It is a

very sleek machine with a retractable landing gear ~~~\~~ing doors are hardly detectable ~e·r d' 1: y~.".-f.;:i..n a.;;;.._t-h-e-"'e1'fc:N5's :i.,.n.g:"' d·o:.o.r,:&'i!,J&.,j"fi: when the gear i s

retracted,and a tightly cowled radial engine. In 1935 Howard

Hughes set a world speed record with this airplane of

352 mph. In early 1937 he broke the early transcontinental

record between Los Angeles and New York with a speed of

332 mph.

End of Side 1.

Now Side 2.

Around the walls of the circular enclosure are large

panels listing the names of those who have made great

contributions to flight technology over the years from the

time of Leonardo da Vinci up to the present. Each panel

represents a certain time period and shows pictures of

pertinent aircraft or people. The names are then listed at

the bottom. The Wright brothers naturally have a whole panel

to themselves. When I got around to the panel for 1919-1929,

sure enough, there was my name. Others in that period

included Frank Caldwell for propellers, Juan de la Cierva for

autogyros, James Doolittle for the first completely blind

flight on instruments, Claude Dornier for large flying boats,

Robert Goddard for rocket development, Frederick Handley

Paige and Gustav Lachmann for slotted wings, Grover Loening

for amphibians, Elmer Sperry Sr. for the gyroscopic compass

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TAPE 36

and a few others. The names on all of the panels totalled

probably a couple of hundred. The work of the NACA and NASA

was represented by 11 names. Seven of these remarkably were

from a small group that worked in the atmospheric and

variable density wind tunnel sections in the early 1930's.

They include Eastman Jacobs, father of the NACA low-drag

airfoil development, Arthur Kantrowitz who worked on space

re-entry research, Ira Abbott who carried on the airfoil

work, R. T. Jones who developed into one of the world's foremost

theoretical aerodynamicists, John Stack who carried on

research on high-speed flight and Robert Woods, chief

designer of the Bell X-1 which was the first airplane to go

faster than the speed of sound.- A more productive group than

we were aware of at the time. Other NACA-NASA workers were

Robert Gilruth who worked on rocket flight, Richard Whitcombe

noted for his coke-bottle fuselage shape, Hugh Dryden who

contributed boundary layer research and was later Director of

Research for NASA, and George Lewis who was Director of

Research for the NACA. Werner von Braun is listed and

possibly should be included with the NASA group because he

ended up with NASA. ~~-

• v ~-·---·-- - .....

. , '- ..

The exit to the Gallery of Technology takes one through~~

the space activities up to the landings on the moon and the /

s-~-~~--~h u t _t_~_#e.~- .·"Being-- rncT~-de d. i-n----~-hi .s. --~:i·~ ~--~~ .. ---ii.s ~--·~ f·-.,~

(-~ontributors is one of the most satisfying recognitions of my ~

work that I have received and makes me feel humble indeed. J ·-· ..... . -

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TAPE 36

Going through the entire museum with reasonable

attention to detail would take many days and would include a

very large variety of items~such as the reproduction of the

hangars and airplanes used in World War I in a station in

France, a Spacearium illustrating the universe, etc., etc.

Perhaps another little item associated with my activities is

worth mentioning. On a wall there is a picture of an Ercoupe

having just taken off and zooming up at a very steep angle

with a trail of smoke behind it. This was the first rocket­

assisted take-off and was made in August 1941. A few months

before that Dr. Clark Millikan had obtained from me

structural data regarding the Ercoupe to help him in mounting

the rockets. He was working with Dr. Theodore von Karman,

both of California Institute of Technology and they later

formed what became the AeroJet General Corporation. In these

first trials with the Ercoupe they made take-offs using

rocket power alone, and with combinations of various numbers

of rockets assisting the aircraft power plant. Each of the

rocket motors produced 28 pounds of thrust for 12 seconds.

The conclusion was that "the fast-paced program demonstrated

that a manned bomber could be overloaded and then gotten off

the ground in about half the time and in half the distance if

rocket propulsion were used in conjunction with the

airplane's engines". After the test, substantial government

funding was available for both liquid and solid rocket

development.

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TAPE 36

I believe I have mentioned some time back that Robert

Whipper man h a'd presented to the Air & Space Museum

Ercoupe #1, the first one manufactured in 1940. I 1 ate r

visited the Silver Hill Restoration Center, now named after

Paul Garbe~ and saw the airplane hanging from the ceiling

a b o v e t he f u s e 1 a g e a n d p a r t s o f t ~;~~ n o 1 a G a IJ a w a i t i n g t i me

for restoration. Since then others have seen it being worked

upon .in the restoration. (J h.<=~.ve just heard, November, 1984, that

it is now on display but not yet reqtored.)

Last year was the 300th anniversary of the landing of

the first German immigrants into America. The National Air &

Space Museum recognized this by displaying near the entrance a number of

to the museum~panels with pictures of some Americans of

German extraction, accompanied by notes regarding their I

contributions to aeronautics. Some of these were the Wright

brothers, Eddie Rickenbacker, Grover Loening, William Boeing,

Max Munk, General Karl Spatz, James Kindelberger, Paul

Kollsman, Edward Heinemann, \verner von Braun and of all

things, Fred Weick.

Since 1976 I have been in touch with some of the

curators of the National Air & Space Museum. In 1978 they

had me visit them for a session on the history including that

of the NACA during the 1920's and 30's. t-lichael Collins, the

original director of the National Air & Space Museum had been

stepped up to Undersecretary of the Smithsonian,and Deputy

Director Dr. Melvin Zisfein was in charge. As soon as we had

met, he brought out his copy of my Aircraft Propeller Design

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TAPE 36

book published in 1930 which he had studied in his

aeronautical engineering course and asked me to autograph it,

which of course I was happy to do. Drs. Richard Hallion, Tom

Crouch and W a 1 t e·r D i 1 1 on were a 1 so present during our

discussions. After a time I mentioned that I had covered a

good bit of the material in a series of tapes on my

aeronautical reminiscences and thought that I was about

halfway through. They immediately asked me to lend them the

tapes that were finished so that they could tape copies of

them. Later, when all the tapes were finished, they would

like to do the same with the rest. This was done for the

tapes then finished, but since then my extraordinarily

considerate niece and daughter-in-law, Jean Church Weick, has

been transcribing them and soon it will all be on paper. I

will then send them a complete transcript. 1 (JJc.·•~c., 1~-10-g~)

At a reunion of former NACA employees held in October

1982 at Williamsburg near Langley Field in Virginia, I was

contacted by Dr. James Hansen, historian for NASA. We spent

some time together going over the NACA history and he asked

me to send him the transcripts of my tapes as they were

completed. He now has the transcripts for the first 18 tapes

and I hope that the rest can be sent to him fairly soon. In

addition I have promised a complete set to George Haddaway

f or hi s 11 Hi s tory o f A v i a t ion Co 11 e c t i on 11 a t t he U n i v e r s i t y o f

Texas at Dallas. At least there appears to be a little use

for all this wordage, in addition to the fun I have had

reminiscing.

15

.~o.t'1.J. J, .. J'-..

SGtE ADVANCES DURING MY LIFE TIME

Transportation

The year that I was born, 1899, the Wright brothers started their

first glider flights at Kitty Hawk. Their first powered airplane flight

was made in 1903, and in 1908 they demonstrated their progress to the world.

Within the next few years thousands of airplanes were built. Their first

extensive military use was in World War I. In 1927 Lindbergh's New York

to Paris flight showed the world what the long-range transportation

possibilities were and aviation started to blossom out. By 1936 the

Douglas DC-3 with its sleek cantilever aluminum alloy construction, its

retractable landing gear and its radial engines with low-drag N.A.C.A.

cowling was efficient enoURh and large enough to become the first airplane

that could operate profitably without a government subsidy, such as pay

for carrying mail. Then the air line activity expanded dramatically.

A sizeable general-aviation activity also developed including

private flying, business flying and many special areas such as the use

of airplanes in agriculture. Ry the time of World War II the use of

aircraft in military operations had become a major factor.

During World War II jet propulsion came into the picture and by the

'sixties jet-powered airliners spanned the continents and the oceans of

the world at speeds of about 500 mph and in nearly all kinds of weather.

By the late 'seventies large airliners like the Boeing 747 could carry

several hundred people, and they are used on many of the long runs. The

efficiency has increased with jet power. With saving in both time and

fare cost, nearly all long distance travel is now done by airline and

the passenger services of the railways and steamships have been run out

of business. I am sorry to see this for they anuld be very pleasant.

In 1947 the so-called sound barrier was broken by the Bell X-1

flown by Chuck Yeager to Mach 1.06. Then later the NASA-Air Force X-15

flew at 6 times the speed of sound. Now supersonic military aircraft are

in service and supersonic air transports are making regular scheduled

!'lights.

Of course I cannot be completely objective but I like to think

16

'l'A.P.!!: jb

that the widespread use of the tricycle gear represents a substantial

advance starting with the W-1 in 1934 and entering the light airplane

field with the Ercoupe, the air line field with the DC-4, the military

with the P-38 and P-39, and into space with the Space Shuttle.

Jn the space activity since Goddard's first liquid-propelled

rockets larger and larger rockets have been developed and their control

in flight perfected to the point where several times men have been

landed on the moon and have brought back both data and material. Also,

unmanned space misgiles are obtaining data and photographs of other

planets. And of course we have the space shuttles getting experimental

data, some of it commercial, free of atmosphere and gravity effect while

orbiting the earth. Incidentally, as an AJAA Honorary Fellow I have

recently received a small framed AJAA banner which flew 2,863,864 miles

in the U.s. Space Shuttle Challenger during February 3 t·o February 11, 1984.

Communication

When we were small children, 1905, the telegraph system was I

established throughout the counry, but only a minuscule portion of the

population had telephones,and long distance was available only between

a few large cities. Now nearly everyone in this coun·~ry has quick and

low-cost telephone service available, and it has spread throughout the

world. Recently I dialed a number in Australia from my home in Vero Beach,

and we were talking as quickly and as clearly as if I had called our next

door neighbor. The extended and improved telephone service represents

immense technical progress and I believe that it is also one of our best

bargains.

As a wonder, however, the telephone hardly compares with the

combination of radio, motion pictures and television which lets us see

a live moving picture of a man as he walks on the moon and hear ·his

words as he speaks them.

Physiology and Health Care

Another substantial improvement that has taken place during our

life spans is in our health care and protection, for which I am

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TAPE 36

extremely thankful. My grandfather Weick, in his late fifties, caught

pneumonia while fixing a leak in the roof of his house and about three

days later he was dead. A few years ago my wife Dorothy and I took a

trip in a Piper Comanche and on the way home between Albuquerque.and

Fort Worth she was sick and rested as lJest she could in the back seat.

We stopped over night in Fort Worth with her brother John who was a

medical doctor. He found that she had pneumonia, treated her, and we

flew on home the next day while she started her recmvery.

In 1957 she was found to have a highly malignant tumor which

encapsulated one kidney, one adrenal gland and the spleen. This was

completely removed and ~he has been free from an~ evidence of cancer

ever since. I am convinced th~t with the medical practice that was

available when we were children she would not have survived more than

a few months. With the improvements now available a substantial period

has been added to our lifespan.

I hope and trust that our political environment will improve

so that we can enjoy our technical advances and not be destroyed by

them. I expect that the pol~tical problems will be solved, however,

and I would like to have a look at the condition.s of life that will

be existing a hundred years from now, then a thousru1d years from

now, again ten thousand years from now, and beyond.

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TAPE 36

I feel that I have been very fortunate to have been

living throughout the entire era of fl~ght so far and to have

been one of the multitude working to further it. In

addition, my activities in aeronautics have greatly enriched

my life through the associations and friendships encountered

along the way.

(Jean, for the present at least, this is the end. Many

heartfelt thanks to you.)

~ )-~c:ober 2'1, 1984

19