THIS May we are once again celebrating the genius that is C.B. Mayshark! Mayshark took over the covers duties on Flying Aces from Paul Bissell with the December 1934 issue and would continue to provide covers for the next year and a half until the June 1936 issue. While Bissell’s covers were frequently depictions of great moments in combat aviation from the Great War, Mayshark’s covers were often depictions of future aviation battles and planes, but April 1936’s thrilling cover was a bit different, featuring the Trans-Atlantic Shuttle heading off over land towards the sea!

Flying the Trans-Atlantic Shuttle

ALTHOUGH the art of aviation is today making great strides forward, flying, like air conditioning and television, will not enjoy its real “arrival” until tomorrow. True, the present generation is placing more and more emphasis on aeronautic progress, but the man in the street is still somewhat hampered by a kind of Nineteenth Century transportation hangover. His traditions tend to make him feel a lot happier on the ground. But even so, the speed of aero development is phenomenal.

It is only a few short years since Lindbergh made his immortal flight across the grey wastes of the Atlantic. For completing that initial scheduled air trip to Europe—we say “scheduled” because he arrived non-stop at his chosen destination—he was hailed as a Twentieth Century Christopher Columbus. He was lauded as being years ahead of the rest of us.

But now we suddenly find that he was not so many years ahead—only about ten, it now appears. For already plans are being laid for regular passenger and mail service between North America and Europe via the air lanes. The launching of this service will constitute the dawn of that tomorrow we spoke of above.

Giant flying boats will soon ply East and West, transporting passengers over three thousand miles of water at speeds undreamed of thirty-five years ago. Steamers on the water below will look as if they are going backwards. Those who make the trip will have just about enough time to enjoy a detective novel and indulge in a rubber or so of bridge before they disembark at their destination, whether it be New York, London, or Paris. Businessmen will save valuable hours—indeed, valuable days. Much money will be saved by the commercial world. Best of all, a more neighborly spirit will come to exist between the two continents.

And so it can be seen that in spite of that oft-repeated warning that “speed will kill us all,” we are going ahead. Many of the old stick-in-the-muds, in fact, are now coming over to our side; but still others will not give way. “You’re fools,” they tell us, pointing a trembling finger in our direction. “God gave us feet as a means of locomotion,” they say, “and He gave us good, solid brown earth on which to walk—so why in the name of all that’s sensible don’t we use them and stop all this monkey business of tearing around the heavens in fearful flying machines?”

But the individuals with such beliefs will soon pass on, taking all their mediaeval hoopla with them into the “good, solid brown earth” of which they have so much to say.

You who read these words won’t have quite so much trouble in carrying out your ideas when you get the reins. And then, ludicrously enough, another generation will spring up after you which will think your ideas are old fashioned.

BE THAT as it may, trans-Atlantic travel by air is soon to be a reality. FLYING ACES, to be sure, cannot at this early date predict the precise means by which this route will be established. But the newspapers these days are telling us that the foundation stones are already being laid for the U.S.-to-Europe airline.

The names of Pan-American and Sikorsky have figured prominently in the plans, but these companies will probably not have the corner on the lucrative business which will ensue from this enterprise. There are several European organizations, notably Imperial Airways and Air France, which undoubtedly intend to share in the project.

Presumably, by the time the line is ready to carry passengers, a ship suitable for the route will have been developed. In light of experiments to date, it would seem that a flying boat capable of high speeds at great altitudes would be the most logical solution to the problem. Such a plane would carry from forty to fifty passengers and travel at 250-300 m.p.h. at about 35,000 feet. The planes would fly from Northern Europe to Newfoundland, Bermuda, or both.

Bringing such a big ship into the busy and often fogbound harbors of Eastern North America might be a risky and hazardous undertaking for a large flying boat. Not that it couldn’t be accomplished. It could. But a more feasible and reasonable method has come to our minds—the use of shuttle service amphibians which could land on our larger Eastern airports as well as on the sea.

The idea of a shuttle service for air travel is not new. As a matter of fact, the Department of Commerce now has before it specifications for three ships, one of which will be built in quantity to supplement the long distance runs of the new high-altitude airliners which will replace the transports now being used on the transcontinental routes. Before long the word “shuttle” may be just as common to air travel as it is at the present time to our New York subway transportation.

The Sikorsky Manufacturing Company is building nine of the recently developed S-43’s for Pan-American Airways. The ship is brand new, and it incorporates all the latest aids to aerial navigation. It is of the amphibian type and is powered with two radial engines. Its seating capacity is for less than twenty passengers. Such a ship would be ideal for a shuttle service between New York and the two terminals of the big ocean-going transports at Newfoundland and Bermuda. Passengers could embark at Floyd Bennett Field or Newark and be whisked in a few hours to either of the two bases. They would there make connections with a trans-Atlantic airliner for European ports.

ON OUR cover this month we show a Sikorsky S-43 flying out over New York at night bound for Bermuda or Newfoundland. The passengers aboard are confident, and they know that in an amazingly short period of time they will be in Europe—three thousand miles from New York.

Of course, it is impossible for us to say definitely that the trans-Atlantic route will be carried on exactly as we have pictured it. The whole thing is a matter of conjecture at the present time. But it will be well if we prepare ourselves mentally for what is bound to come. Within the next two or three years, trans-Atlantic air travel will be a reality.

Flying the Trans-Atlantic Shuttle: Thrilling Story Behind This Month’s Cover
Flying Aces, April 1936 by C.B. Mayshark

THIS week we have another exciting air adventure with Rusty Wade from the pen of Frank Richardson Pierce. Pierce is probably best remembered for his prolific career in the Western Pulps. Writing under his own name as well as two pen names—Erle Stanly Pierce and Seth Ranger. Pierce’s career spanned fifty years and produced over 1,500 short stories, with over a thousand of these appearing in the pages of Argosy and the Saturday Evening Post.

Rusty’s passenger was an Alaskan, but curiously enough the old sour dough was headed for a middle-west city instead of the North. The man had offered him a thousand dollars to land him in time for a ten o’clock stockholders’ meeting and Rusty seemed in a fair way to claim the money. It was purely a sporting proposition with him. If he failed he would not get a cent.

From the pages of the September 1929 Air Trails, it’s our old pal Rusty Wade in Frank Richardson Pierce’s “Winged Conspiracy!”

Rusty Wade lands in the middle of white water and a snarling hail of bullets!

• Download “Winged Conspiracy” (September 1929, Air Trails)

THIS May we are once again celebrating the genius that is C.B. Mayshark! Mayshark took over the covers duties on Flying Aces from Paul Bissell with the December 1934 issue and would continue to provide covers for the next year and a half until the June 1936 issue. While Bissell’s covers were frequently depictions of great moments in combat aviation from the Great War, Mayshark’s covers were often depictions of future aviation battles and planes, like March 1936’s thrilling story behind its cover which imagines what a clash between Russia and Japan might look like!

Russia Clashes with Japan

A NEWLY-ESTABLISHED Japanese air base in the Nippon-controlled area of Manchuria is suddenly startled into great activity. A distant purr of motors has been heard, and in a moment the purr becomes a roar—not the staccato roar of a single, hurtling ship, but the slurred thundering of a dozen or more. The unscheduled racket means but one thing: Attack from the air!

In a moment the foremost ship of the raiding flight plunges into view. A Japanese observer on a tower excitedly jots some characters and figures on a slip of paper. Then he grabs his phone.

“Commanding officer? Tower observer speaking. Russian reconnaissance planes leading bombing attack. Objective—either flying field or naval vessels in outer harbor. Planes at about four thousand feet. That’s all, sir.”

Suddenly the telegraph instruments in the communications room crackle to life, while three or four radio operators get busy at the dials. In two or three minutes every Japanese commanding officer in the area is advised of the Russian air offensive.

IN JUST such a manner as we have portrayed above, the Far East may at any time be plunged into war. But we hasten to say that our imaginative clash is the second act and not the first act of the drama. Initially, there would probably be some detonating altercation at the border in which each party would be as much to blame as the other. Diplomatic relations between Japan and Russia has, in recent months, been considerably strained. With these two powers rubbing each other the wrong way, some slight misunderstanding at the frontier might set off the powder keg. The territorial controversy is so entangled that either might be the aggressor. In short, our scene above might just as likely find Japanese planes raiding a Russian base as vice versa; for by that time, the trouble will have already begun.

In the meantime, we can only hope that relations between the two countries may improve to a point where such a war may be sidestepped.

The last “official disagreement” between Japan and Russia occurred in 1904-05. Before the entanglement, numerous diplomatic conversations took place, the main discussion revolving about the vast stretches of land to the North of China. Eventually, however, relations were severed and war declared.

And now history may repeat itself. Whereas there has as yet been no severance of relations, it is the belief in many quarters that the patience of officials of both governments has already been taxed to the breaking point.

But a new Russo-Japanese war would be different from the last one. With the turn of the century, mechanized warfare had just come into its own and the 1904-05 Far Eastern conflict was a prime example of the new mode. But that war will seem like a practice maneuver alongside of a Far East war 1936 style. To be sure, there were several large scale battles in the last entanglement and many thousands of lives were lost. But what is the annihilation of a body of troops trained in the business of war against the possible butchering of a huge civil population?

The 1904-1905 war was, in the main, a series of naval engagements. Actually, the decisive battles took place on land; but it was the Japanese navy, adroitly handled, which assured success for the Land of the Rising Sun. Russia, too, had plenty of strength on the sea, but she couldn’t cope with the masterful tactics of the Japanese commanders who were navigating in waters close to home. The Russian fleet as well as her troops were too far away from Moscow to move intelligently and cooperatively. And so Japan won the war.

Peace ensued for a number of years, but now once more the old story springs into the headlines. Japan needs to expand. And she may encroach upon Russian sovereignty in doing it. And Russia, quite naturally, balks. What will be the outcome? Will there be war? Very likely Japan has become nervous over the manner in which the League of Nations has launched sanctions upon Italy. Maybe both she and Russia will think twice before going to war in earnest. Effective sanctions would certainly cripple Japan in short order. True, Japan is no longer a member of the League, but sanctions could still be imposed.

Now let us consider such a 1936 Far East conflict. Russia is not so far away as she was in 1904. The mileage is the same, of course, but the transportation time is vastly less. Russia’s main difficulty in 1904 was in transporting troops and material with only one railroad line. Today facilities are better, but that is only part of the story. The air aspect will be the most important feature in a new war.

With the fast, mammoth ships of the air recently built by Russia, men and materials could be transported across the wastes of Siberia with a speed that would make the rail trip of 1904 look silly. But the transportation problem is only one angle which would be solved by airplanes. The important offensive and defensive gestures would be carried out by means of aircraft—not only on the part of Russia, but Japan, as well.

AND now let us return to our raid. As the Russians attack, a flight of seaplanes quickly takes off from a nearby base and rushes into the fray. On our cover, we show one of these craft intercepting a Russian plane. What will be the outcome? We can’t tell. It is hard to say which of two military planes will be victorious in an air battle which has never been fought and which may never come to pass.

But this much we do know: A new war in the Far East will be a veritable hell on earth. And that hell, ironically enough, will come from the direction of heaven—via the air lanes.

The Russian plane is an R-5 biplane powered with a 650 h.p. M-17 (Russian built B.M.W.) motor. The ship is equipped with two Lewis and two Vickers guns. The Japanese ship is a Kawanishi 90 reconnaissance seaplane powered with a 450 h.p. Japanese-made “Jupiter.”

Russia Clashes with Japan: Thrilling Story Behind This Month’s Cover
Flying Aces, March 1936 by C.B. Mayshark

THIS week we have another story by Franklin M. Ritchie. Ritchie only wrote aviation yarns and his entire output—roughly three dozen stories—was between 1927 and 1930. Today we have another one from the lawyer who wrote pulp stories on the side to satisfy his yen for flying. From an early issue of Flying Aces, Ritchie gives us a tale of bomber Jim Barker who longed to show everyone that even a bombing pilot can get Germany’s most ruthless Ace, by any means necessary! From the February 1929 issue of Flying Aces, it’s Franklin M. Ritchie’s “Say It With Bombs!”

When the swarm of German Fokkers swept out of the clouds and met an American bombing party they struck a lot of red-hot action they hadn’t counted on. Jim Barker believed in using whatever tools are at hand—and, “They Learned about bombs from him.”

• Download “Flaming Bullets” (February 1929, Flying Aces)

“HAW-W-W-W-W!” That sound can only mean one thing—that Bachelor of Artifice, Knight of Calamity and an alumnus of Doctor Merlin’s Camelot College for Conjurors is back to vex not only the Germans, but the Americans—the Ninth Pursuit Squadron in particular—as well. Yes it’s the marvel from Boonetown, Iowa himself—Lieutenant Phineas Pinkham!

Even though Phineas Pinkham’s been grounded and confined to the base, it goes without saying that he is the only witness that can exonerate the Old Man in a Court-Martial that stems from an altercation with Brigadier-General Wolfe at the Cafe of the Red Cow in Bar-le-Duc.

There was something pretty harsh in the U.S. Army regulations about a private impersonating an officer. But even Phineas “Carbuncle” Pinkham was bright enough to know that an officer couldn’t get busted for impersonating a private!

• Download “Half-Shot at Chaumont” Gang” (January 1932, Flying Aces)

THIS week we present another cover by Arnold Lorne Hicks! Hicks worked in the pulps primarily from the late ’20’s to the mid 30’s, producing covers for such magazines as North-West Stories, Navy Stories, Police Stories, Detective Dragnet, Sky Birds, Golden West, Western Trails, Love Adventures, and a couple covers for Flying Aces!

“Lifeline!”

THIS month’s cover shows a daring rescue of a Yank airman by a fellow flyer. Seeing his buddy going down in a flaming plane, the flyer swoops down and throws a knotted rope to the Yank. He grabs it, and is shown in the act of pulling himself up from his blazing crate toward the rescuing plane.

“Lifeline!”
Flying Aces, November 1930 by Arnold Lorne Hicks

THIS week we have another story from one of the new flight of authors on the site this year—Andrew A. Caffrey. Caffrey, who was in the American Air Service in France during The Great War and worked for the air mail service upon his return, was a prolific author of aviation and adventure stories for both the pulps and slicks from the 1920’s through 1950. Here Caffrey tells the tale of Lieutenant Harry Pond.

To hear the Fight commander tell it, “Look at the luck Pond’s having. Seven Hun planes in less than two weeks. Two in one day. And before each take-off, Harry’s down on his prayer bones in the cockpit; the while, if a mechanic comes alongside, Harry makes him think that he’s adjusting the toe straps on the rudder bar. Crafty boy, Harry; he’s just making a gang of two with God and licking the world. So I’d advise you fellows to go into partnership too.”

Thing was, Pond was messing with his rudder-bar strap. Lieutenant Pond didn’t really like killing. The killing thing, to him, was merely a part of war. He was at war, so he killed. But he killed strictly according to the book, with the true standards of sportsmanship always in mind. Even if it meant allowing an enemy pilot to return home. From the December 1928 number of Flying Aces, it’s Andrew A. Caffrey’s “The Poisoned Pup Squadron!”

When the enemy shot down Pond’s buddy in an orange-black plume of flame, doing this hellish thing against certain unwritten rules of air warfare, trouble started for fair—and then some!

• Download “The Poisoned Pup Squadron” (December 1928, Flying Aces)

FROM the pages of the August 1934 number of Sky Fighters:

Editor’s Note: We feel that this magazine has been exceedingly fortunate in securing Lt. Edward McCrae to conduct a technical department each month. It is Lt. Mcrae’s idea to tell us the underlying principles and facts concerning expressions and ideas of air-war terminology. Each month he will enlarge upon some particular statement in the stories of this magazine. Lt. MaCrae is qualified for this work, not only because he was a war pilot, but also because he is the editor of this fine magazine.

Wings—and Why

by Lt. Edward McCrae (Sky Fighters, August 1934)

NOW I don’t remember of any of you duck-billed flamingoes stepping up and asking me what it was that made a war crate fly—when it did fly. Maybe it was because you had a suspicion that it was because of the wings. And then again, in case you had guessed that much, I thought maybe you’d be wondering just how it was that the wings sustained the ship, even admitting that you knew that the motor gave it sufficient power to propel itself through air.

Well, if you want to give up and learn something, I’ll tell you something about that today. And while I’m at it I suppose this is the best time to explain why some of the ships were monoplanes and some biplanes and even some of them triplanes, as one of the members of the German Albatross family, and one of our own Curtiss ships, as well as others. Wake up and listen to some real scientific information already predigested so it won’t get stuck in your delicate brains.

The answer Is this; when the ship is driven forward by a motor, the wing is so shaped that the air passes over and under the wing according to the “camber” of the wing. The camber is the shape it is in cross section. Take a look at Fig. 1 and you’ll see what I mean.

You’ll notice that the wing is rounded in front, gets thicker and then tapers to almost nothing at the rear or “trailing” edge. The distance from the front to the back is called the chord of the wings. You will see that the air is diverted upward and forms a kind of vacuum or area of reduced pressure over the wing. And also that some of the air hits the under-surface.

The Lift of the Ship

The lift of the ship is caused by the vacuum over the wing and the upward pressure of the wing on the under surface. And it may surprise some of you knot heads to know that the vacuum above the wing furnishes from three-quarters to in some cases ninety-eight per cent of the lift, and therefore the pressure from underneath furnishes from a quarter down to as little as two per cent of the lift.

Now, during the war the engineers knew that the amount of lift a wing surface had depended somewhat on the thickness of the camber and the shape of the wing. A wing that was thick at its maximum depth would naturally shoot the air higher over the wing and form a greater vacuum and thus give more lift. But when it did that it also reduced the speed.

What they wanted, then, was some way to get around that if they could. So, they knew that the greater the wing surface the greater the lift. If you wanted to lift a thousand pounds you would have to have a certain amount of wing surface of a thin camber, but more surface if the camber was thicker.

They Built More Wings

What is more natural, then, than to build more wings, one on top of the other. Take a look at the Albatross airplane as an example. (Fig. 2)

They had a lot of problems. They wanted ships for speed and carrying light weights. These would be the scouts and fighters. They needed others to carry heavy weights.

So they designed ships with wings like the ones shown in Fig. 3. The wing in 3-A is the section of a bomber. It will lift heavy loads, but it flies slowly because it cuts the air at such a steep angle to the line of flight, and it has a slow speed. 3-B shows a wing that will carry a fairly heavy load, fly a little faster and not land too fast. It was used on some training planes, like the old Curtiss Jenny. 3-C would have a much higher flying speed and would be used for reconnaissance and work that took fast maneuvering. And the last one of the wings would be found only on the fastest ships, fighters that had to get places in a hurry.

I remember the first one of these babies with a flat lower camber that came out to our little orchard at Ypers. Bill Bradley who claimed he could fly anything, looked at it and grunted and said, “Hell, that’s nothing but a barn door equipped with a motor and undercarriage. Crank ‘er up and I’ll fly her, though.” And, listen, Mary Jane, he did just that.

So whenever you’re loafing around a flying field and see a pair of wings that are flat on the under-side, just grab your dresses and run, because that ship can get places.

Now, let’s follow a bird that wants to design an airplane and see how he goes about deciding what kind of wings he’s going to put on it. The first question that comes up, of course, is, what you want it for. Say, for instance, we want it for photographing work, or light bombing. At any rate, we want it to carry about two thousand pounds of weight and make reasonably good speed. We don’t want too much speed in landing because the load it carries is delicate, the machine will be heavy and will have to land slowly.

We’ve Learned by Mistakes

Now we’ve learned by the mistakes of others that the average machine will carry about two-thirds of its own weight, or a ratio of 40 per cent cargo to 60 per cent dead weight. That being the case, the ship we have to build must weigh three thousand pounds in order to carry a useful load of two thousand, a total then for ship and cargo of 5,000 pounds.

Now the next thing is how much lift is needed. We know that for an average speed with an average load, with an average motor, the ship should have a lift of seven pounds for every square foot of wing surface. The problem is, how much wing surface will we need to lift five thousand pounds.

Get out your slate Johnny and figure that out. It’s easy. Just divide the total five thousand pounds by seven and you have about 714 square feet of wing surface needed.

Now, shall we supply that 714 feet all in one wing, or break it up into two wings? We figure this way; engineers have learned that the span of a wing across the front of the ship should be at least five times the chord, or depth fore and aft. Now if we tried to build a monoplane on those proportions and got our whole 714 feet of wing surface in it we would have a wing which would be seventy feet across and about ten feet deep.

They’re All Metal Now

That’s not so much of a problem in these days, because of all metal construction that has been perfected since the war. But in those days we had spruce and linen and wooden and wire construction. So, to have built a ship out of wood and wire with seventy foot wings wouldn’t have been so hot. I can promise you, Tilly, that plenty of ships shed their wings when they weren’t even as broad as our seventy-footer.

So, we’ll cut the wings half in two and give 350 feet square to a top and bottom wing. This will allow us to strengthen each wing by bracing it to the other wires and struts. Now we’ve got two wings that aren’t so flimsy, each fifty feet across and only seven feet deep. That’s more like it.

And that’s the way they went about it. And also, that’s the reason you didn’t see so many monoplanes in the Big fracas. Ships were flimsy things and they had to strengthen them as well as they could.

More Monoplanes Today

The Germans had been experimenting with light metal, however, in their Zeppelins, and before the war was over they had constructed a good monoplane with internal bracing that was strong enough to keep it from shedding its wings. But not the Allies. Of course, after the war, the Allied countries got busy and made up for the lost time, and today you see probably more monoplanes, and certainly in the more expensive ships, than biplanes. It saves a lot of external braces and things that offer resistance to the wind, unless its speed you want.

So that, little children, is how the engineers worked day and night to build ships for men to knock out of the sky, and that’s how they learned to finally build ships that are today safer than automobiles, if you believe in insurance statistics, which always tell the truth.

And here’s another truth—it may be stranger than fiction, that business about a ship being lifted by the top side of the wing instead of the underside—but truth always turns out that way.

So, believe it and like it, you flamingoes, while I go out and rip off a couple of wings.

THIS week we have a story by Kenneth Sinclair. Born in 1910, Sinclair had a lengthy run in the pulps. Writing mainly aviation and western stories, his first was in 1932 and his last in 1956. He also published a couple boys adventure novels in the ’50’s where the back covers state Sinclair is a mechanical engineer as well as writer. He died in 1980. “Spandau Salute” finds Terry Ralton going down behind enemy lines convinced that his plane had been tampered with back at the field. If he could just get his hands on that Hawley… And there he was at the German drome he finds himself at!

From the July 1938 issue of Sky Devils, it’s Kenneth L. Sinclair’s “Spandau Salute!”

Those twelve confirmations chalked up beside Terry Ralton’s name on the blackboard back at Wing didn’t mean he could take whole killer-flock of black-crossed buzzards!

• Download “Spandau Salute” (July 1938, Sky Devils)

WHEN Flying, the new weekly paper of all things aviation, started up in England in 1938, amongst the articles and stories and photo features was an illustrative feature called “Heroes of the Air.” It was a full page illustration by S. Drigin of the events surrounding how the pictured Ace got their Victoria Cross along with a brief explanatory note.

Russian born Serge Drigin became a successful illustrator in the UK in the 1920s with his work regularly appearing in such British magazines as The Detective Magazine, Modern Boy and Chums. He is probably best known for his startling covers for Scoops, Air Stories, War Stories, Fantasy and others in the 30s.

From the 23 July 1938 issue of Flying:

CAPTAIN ALBERT BALL, Y.C., IN COMBAT WITH GERMAN FIGHTERS

CAPTAIN ALBERT BALL was awarded the V.C. for a series of conspicuously brave actions, unlike many others who received this high award for one gallant deed alone. Born in Nottingham, he was not nineteen years old when he arrived in France to join No. 13 Squadron. That was in February, 1915, and for a few months he was flying B.E.2C.’s. His courage and his habit of engaging all enemy machines on sight soon won him a transfer to a Fighter Squadron: No. 11, which was equipped with Nieuport Scouts. Towards the end of June he scored his first victory, a balloon. It was tne first and last he shot down, for he thought balloon straffing “a rotten job.” For a short time he went back to a two-seater squadron, but he soon returned to fly Nieuports. His score of enemy machines rose rapidly until, in 1917, it had passed forty. By this time he was serving in the renowned 56 Squadron, where S.E.5’s were used, and it was in an S.E.5 that Ball met his death. All that is really known of his death is that it occurred on May 7, 1917, over Anoellin. How he died is not known, for, although there were many witnesses, their accounts differ very widely. Thus passed Albert Ball, like the great Guynemer, his death shrouded in mystery.

THIS week we have another exciting air adventure from the pen of F.H. Griggs, Jr. Griggs is a rather enigmatic figure with just two stories to his name from those issues indexed by Fiction Mags.

The “Ace-In-The-Hole” Gang is a trio of pilots who came together when they realized they had similarities in their styles of attack and in their disposition. Each of the three men had in his make-up, a strong sense of duty, a responsibility for being in the thick of things, and as time went on the love between them defied death itself. Their fame had spread all along the western front. The trio worked as an independent flight, and were able to stop and refuel at any drome as need be. They were treated as celebrities with the red carpet rolled out for them wherever they alighted.

From the pages of the November 1928 Flying Aces, F.H. Griggs, Jr. tells the tale of “The “Ace-In-The-Hole” Gang’s” final flight.

Captain Billy’s lust to kill should have been satisfied before he ran into a flight of five Fokkers, but he had a debt to pay—and the story of how he paid in full will remain with you as an unforgetable memory as long as you live!

• Download “The “Ace-In-The-Hole” Gang” (November 1928, Flying Aces)

TO ROUND off Mosquito Month we have a non-Mosquitoes story from the pen of Ralph Oppenheim. In the mid thirties, Oppenheim wrote a half dozen stories for Sky Fighters featuring Lt. “Streak” Davis. Davis—ace and hellion of the 25th United States Pursuit Squadron—was a fighter, and the speed with which he hurled his plane to the attack, straight and true as an arrow, had won him his soubriquet. Once more it’s a battle against time—B Flight is sent out on a perilous mission to destroy the new Boche anti-tank gun munitions factory by noon in hopes of preventing a massacre when the Allies push forward in their new Whippet tanks. However, after B flight has taken off, Streak learns a spy may have fouled their mission somehow and flies off like a streak to stop them before it’s too late! From the August 1936 issue of Sky Fighters it’s Ralph Oppenheim’s steak Davis in “Aces of Destiny!”

“Streak” Davis, Lone-handed, Braves Enemy Air Against a Menacing Hun Swarm! Death-Dealing Fokkers Form a Ring of Havoc Around a Hellbent Yank Ace! A Complete Novel of Sky-High War-Air Action!

• Download “Aces of Destiny” (August 1936, Sky Fighters)

WE’RE back with a third of three stories featuring D. Campbell’s The Three Wasps—stories plagiarized right from The Three Mosquitoes! So instead of the young impetuous leader Kirby of the Mosquitoes, we have the young and impetuous Gary heading up the Wasps. Similarly, Campbell changed “Shorty” Carn to “Shorty” Keen complete with briar pipe and eldest and wisest Travis to Cooper. This time we have their first of five appearances in Harold Hersey’s Eagles of the Air, a short lived pulp that didn’t even run a year. From October 1929 to August 1930, Eagles of the Air had nine issues; The Wasps ran in five of them.

Oppenheim gave us a real nail-biter when he first wrote it—Campbell’s version is just as nail-biting. Important, time-sensitive information needed for an Allied offensive against the Boche has been hidden in the crotch of a forked tree down a dirt path in the woods on Field 23. Intelligence operatives have been unable to retrieve this information. As a last ditch effort, they figure a lone flyer may be able to land on the field, retrieve the information, and get out before the Germans in the area could stop them. Gary is this flyer. Landing in the midst of German troops and retrieving the info is the easy part, keeping his two pals—Cooper and Keen from tagging along is the hard part!

Death rumbled in the guns of the waiting German infantry—but death meant nothing to Gary. He swooped down on the scene and rode his quarry to the kill!

• Download “Dangerous Business” (November 1929, Eagles of the Air)

Editor’s Note: Although Campbell does try to make this one more his own by changing Field 21 to 23, he is already starting to get sloppy as he neglected to change “Mosquitoes” to “Wasps” in several instances. These have been highlighted in red when they occur.

And compare this to Oppenheim’s original version of the story with The Three Mosquitoes!

Stacked Cards

It was Intelligence stuff, and Kirby could not even tell his two buddies. He took off alone—for Germany—and how was he to know that the cards were stacked against him? Another of Oppenheim’s breathless thrillers.

• Download “Stacked Cards” (July 1928, War Birds)

WE’RE back with a second of three stories featuring D. Campbell’s The Three Wasps—stories plagiarized right from The Three Mosquitoes! So instead of the young impetuous leader Kirby of the Mosquitoes, we have the young and impetuous Gary heading up the Wasps. Similarly, Campbell changed “Shorty” Carn to “Shorty” Keen complete with briar pipe and eldest and wisest Travis to Cooper. This time we have their first of five appearances in Harold Hersey’s Eagles of the Air, a short lived pulp that didn’t even run a year. From October 1929 to August 1930, Eagles of the Air had nine issues; The Wasps ran in five of them.

This was classic when Oppenheim first wrote it—Gary takes on a lone enemy plane while returning from a mission, the two crash and Gary and the Boche flyer strike up an uneasy truce until they find out which side of the lines they are on and who is whose prisoner!

Lost in the trackless cloud wastes, Gary and the flying Baron settle to earth in strange territory. True to the code of the flying men a pact develops between them—but the German Baron tricks Gary. Then the real fight begins!

• Download “Reckless and Lucky” (October 1929, Eagles of the Air)

And compare this to Oppenheim’s original version of the story with The Three Mosquitoes!

Two Aces~and a Joker

Kirby, leader of the famous “Three Mosquitoes,” knew that he was too worn out to jump into another fight. He must get his plane back to the drome. But that lone Fokker that appeared suddenly below him looked too easy to miss—it was a cinch! He dived, with motor roaring, but it wasn’t such a cinch—

• Download “Two Aces ~ and a Joker” (June 1928, War Birds)

And check back on Monday for a third adventure featuring D. Campbell’s the Three Wasps!

WHILE recently looking through Harold Hersey’s short-run aviation titles, I came upon what I thought was a new series we could feature on the site, or maybe in a book if there were enough stories. Thumbing though the first issue of Hersey’s Eagles of the Air there was an ad for the next issue stating, “Another Story of The “WASPS”"

I looked in the next issue and there they were as well as running in three of the other seven issues of the run—five tales in all. I scanned the pages to read later and continued searching through the various titles.

Later, while reading the first one, I was thinking this all sounds so familiar. I was thinking this was a story I had just read—and it was, but then it was a story staring Ralph Oppenheim’s “Three Mosquitoes,” not D. Campbell’s “Three Wasps.” So I pulled up the Mosquitoes version of the story and Campbell’s story was a virtual word-for-word copy of of Oppenheim’s—all he did was change the names of the characters.

So Kirby, the young impetuous leader of the Three Mosquitoes becomes Gary, the young impetuous leader of the Three Wasps. “Shorty” Carn, the mild-eyed, corpulent little Mosquito becomes the mild-eyed, corpulent “Shorty” Keen, complete with briar pipe in Campbell’s Wasps. To complete the inseparable trio, Travis, the oldest and wisest of the Mosquitoes, has his name changed to Cooper.

The Text. A portion of the D. Campbell’s “Dangerous Business” (Eagles of the Air, Nov 1929) on the left and the similar passage from Ralph Oppenheim’s “Stacked Cards” (War Birds, Jul 1928) on the right.

I couldn’t believe it. So I checked out the Wasps story in the next issue and it was the same thing. And so on with the other three—sometimes even forgetting to change “Mosquitoes” to “Wasps”. All five stories were plagiarized from Oppenhiem’s stories. Instead of just stealing a random story like Robert A. Carter had done, D. Campbell was plagiarizing a whole series!

It seemed a bold move that nobody seemed to notice. Weirdly, I could find no mention of it in the newspapers of the time. The only hint of something being up was pointed out by a reader whose letter ran in the same issue as the final Wasps story.

So who was this D. Campbell? I thought at first it was just an alias for Oppenheim who was simply trying to repackage his Three Mosquitoes stories as The Three Wasps and get paid for them again—’cause nobody would be so bold, but D. Campbell it turns out, is an actual guy.

Donald Marr Campbell was born on September 2nd, 1904 in Cambellton, Texas and had his first story in the pulps, “King Ranch,” in the February 11th, 1928 issue of West. He’s credited with a couple dozen stories that run the gamut from aviation to detective to spy to westerns with his last appearing in the March 1932 issue of The Shadow

Campbell listed his occupation as Cafe Operator in the 1940 census and signed up for the war effort in 1942. Sadly, in the 1950 census he is listed as being unable to walk. He moved to Houston in 1956 where he lived until he passed away in 1974 at the age of 69 following an extended illness.

Looking at some of his other published stories, it turns out there was an earlier plagiarized Wasp story that appeared in the April 1929 Flying Aces. This would make it the first of the Wasp stories. The issue also include a letter of thanks for publishing from Campbell!

In all Campbell had six stories of the Wasps published. Each was a virtual word for word copy of a preexisting story of the Three Mosquitoes by Ralph Oppenhiem. They were:

• Flying To Glory (Flying Aces, Apr 1929) is based on Oppenheim’s Down from the Clouds (War Stories, Aug 19, 1927)
• Reckless and Lucky (Eagles of the Air, Oct 1929) is based on Oppenheim’s Two Aces~and A Joker (War Birds, Jun 1928)
• Dangerous Business (Eagles of the Air, Nov 1929) is based on Oppenheim’s Stacked Cards (War Birds, Jul 1928)
• Luck of the Wasps (Eagles of the Air, Jan 1930) is from Oppenheim’s An Ace In The Hole (War Stories Mar 29, 1928)
• Three Flying Fools (Eagles of the Air Feb 1930) is from Oppenheim’s Get That Gun (War Stories Nov 8, 1928)
• The Wasps (Eagles of the Air Mar 1930) is from Oppenheim’s Two Aces—In Dutch (War Stories, Dec 6, 1928)

But what better way than to see for yourself. So we’ll be posting couple of the Wasps’ adventures over the next week. As the Three Mosquitoes and the Three Wasps would both say, “Let’s Go!”

The first of D. Campbell’s Three Wasps stories appeared in the pages of the April 1929 Flying Aces. The greatest fighting war-birds on the Western Front roar into action. The three Spads flying in a V formation so precise that they seemed as one. On their trim khaki fuselages, were three identical insignias—each a huge, black-painted picture of a grim-looking wasp. In the cockpits sat the reckless, inseparable trio known as the “Three Wasps.” Captain Gary, their impetuous young leader, always flying point. On his right, “Shorty” Keen, the mild-eyed, corpulent little Mosquito, who loved his sleep. And on Kirby’s left, completing the V, the eldest and wisest of the trio—long-faced and taciturn Cooper.

A new C.O. has been assigned to the squadron and he can’t stand pilots who “grand-stand” which is the Mosquitoes stock-in-trade and boy do they catch hell when they get on the C.O.’s wrong side—that is until the C.O. gets in a jam and it’s trick flying that’ll save him when the Boche attack!

The C.O. called them babies and forbade stunt flying. Not content with that he separated the Three Wasps, the greatest flying, fighting trio he had. Hatred was rampant. But all this was forgotten when the great call came!

• Download “Flying To Glory” (April 1929, Flying Aces)

Compare this to Oppenheim’s original version of the story with The Three Mosquitoes!

Down from the Clouds

The C.O. of the flying field was sore—the Three Mosquitoes, dare-devils supreme were doing their “grand-stand stuff” again. But when the C.O. found himself in difficulties, with Boche planes swarming all around him—things were different. The best flying story of the month.

• Download “Down form the Clouds” (August 19, 1927, War Stories)

And check back on Friday when the Wasps will be back with another exciting adventure!