air space museum - nasa · air & space museum now getting back ... airplane on a warship...
TRANSCRIPT
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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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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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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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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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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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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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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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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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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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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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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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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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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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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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.
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.~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
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'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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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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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
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