• Skyroads

    Posted on July 12th, 2013 John Dorcey No comments

    Milwaukee native Lester Maitland added to the roar of the Roaring 20’s. Just a youngster when, in 1917, he entered the Air Service, he was a military flight instructor at age 19. Following the war, he flew in many speed competitions and military flight demonstrations. On October 14, 1922, he became the first US military pilot to fly faster than 200 MPH. Just a year later he flew at speeds barely shy of 250 MPH. Then in June 1927, Maitland, and navigator Albert Hegenberger, flew a Fokker C-2 from Oakland, California to Honolulu, Hawaii. That record setting flight earned him a Distinguished Flying Cross and the MacKay Trophy for 1927.

    cover of the book Knights of the Air by Lieutenant Lester J. Maitland

    Knights of the Air by Lester J. Maitland

    While continuing his military career, Maitland added writing to his resume. His book, Knights of the Air, was published in 1928. In the preface, Maitland shares that his effort is to present a series of short stories… “a story of human beings, a compelling drama of men and events swift in action and full of unexpected turns.” He writes not as a 30-year old, first-time author unsure of his topic but as an acquaintance, a friend, a contemporary of those whose stories he shares.

    Skyroads, the comic, begins

    Skyroads, the comic, begins

    The next year, in 1929, he began a partnership with fellow Air Service instructor and artist Dick Calkins. They collaborated on Skyroads, a daily comic strip with Maitland providing the story line and Calkins the art work.  The comic strip was subtitled, For Passenger and Pilot.

    In the very first panel Maitland shared his thoughts on aviation and its affect on humankind. “Millions upon millions of people now living will share the exaltation of air travel either as passengers or pilots and to all these comrades of the air I dedicate this work.” Each daily installment provided the strip’s protagonists Ace Ames and Buster Evans, partners in the new aviation company “Skyroads Unlimited”, an opportunity to teach readers about aviation.

    Maitland left the team in 1933. There were many spinoffs throughout the life of Skyroads and its derivatives. There were flying clubs with ranks, wings and ‘orders’. There were comic books, feature books and even a radio program. A short time after Maitland’s departure, the strip began losing its appeal, eventually fewer newspapers carried the comic and the series ended in 1942.

    Maitland’s story doesn’t end there. He was serving as base commander of Clark Field in Manila, Philippine Islands during the attack on December 8, 1941. Later, he would serve as commander of the 386th bomb group, a B-26 unit based in Boxted, England. Maitland retired from the military in November, 1943.

  • Flying the Bridge Across Lake Michigan

    Posted on January 24th, 2011 John Dorcey No comments

    Imagine flying an open-cockpit airplane across Lake Michigan. It is January 1933 and you fly the “Bridge Across Lake Michigan” route for Kohler Aviation Corporation. The company flies the route four times daily, 12 months a year. The airline has been flying passengers and express between Milwaukee and Grand Rapids, Michigan, since September 1, 1929.

    Maitland Field seaplane ramp, ca 1930

    The wind swirling into the cockpit is cold and brings with it rain, sleet, and snow. While the air is cold, the lake’s surface is even colder. You know, that if needed, rescue craft would be hours away as you study the wind-whipped surface of the lake. The waves increased in size a few miles back and now white caps are torn from their tops by the ever-present wind. You shrink down into your winter flying clothes attempting to find warmth, silently praying for an uneventful lake crossing.

    Company founder, John B. Kohler, has been unsuccessful in winning a lucrative air mail contract for the over-lake route and points east. Things are tough for everyone working for the fledging carrier.

    Not every Kohler flight across Lake Michigan was successfully completed. Newspaper accounts provide details of three failed flights.

    Aircraft recovery, Milwaukee Harbor, August 28, 1932

    Sunday, August 28, 1932
    James Benedict, pilot and Patrick Gossett, co-pilot
    The aircraft taxied out the seaplane ramp at Maitland Field, taxied across the harbor to the entrance and began its takeoff run just before 7:30 a.m. Witnesses report the airplane “hopped” three to six times during its attempt to takeoff. Reports the aircraft took off downwind were investigated by company president John Kohler. His report of no wind conflicted with weather bureau reports of a 12-knot wind at the time of the accident.

    Pilot James Benedict describes the takeoff, “We got up about 20-feet when the airplane seemed to enter a ‘dead air’ area and would not gather forward speed.” Benedict reported that the left pontoon was smashed as the airplane struck the water. Kohler reported that the aircraft suffered more damage while under tow than during the accident.

    A total of seven people were aboard the Loening C-2C Air Yacht, all employees of Kohler Aviation. Only one passenger was injured; Edmund Laskowski suffered a minor scalp wound.

    Saturday, March 4, 1933
    Pilot Roy E. Pickering and copilot Ben Craycroft
    The westbound flight was observed passing over Grand Haven, Michigan, at 10:09 a.m. bound for Milwaukee. When Milwaukee reported the aircraft was long overdue, another Kohler Aviation aircraft departed Grand Rapids, Michigan, and began search efforts.

    The incident aircraft had suffered a broken throttle rod and landed on the choppy lake surface at 10:20. The crew, alone in the airplane, was only 10-miles off the Michigan coast. A strong northeast wind carried the airplane to a point about 6-miles offshore from Wind Point Lighthouse in Racine County, Wisconsin. The cross-lake journey had lasted more than seven hours. Coast Guard crews from Milwaukee and Racine responded, finding the aircraft listing slightly due to taking on water.

    Thursday, December 28, 1933
    Pilot Pat Gossett and copilot Ben Craycraft
    The afternoon flight from Milwaukee taxied out at 3:10 and was airborne for about 30 minutes when, according to pilot Pat Gossett, “…the motor quit. I don’t know what happened, valve trouble I guess.”

    Gossett and his co-pilot Ben Craycraft told their harrowing story to a newspaper reporter. “We were flying about 200 feet up. There’s not much use making altitude over the lake. The ceiling was low. I turned into the wind and landed. We knew we were in for it. It was getting dark. We both knew the ship would float and that the company would be out looking for us.”

    The company did begin looking soon after the flight was reported overdue. Pilots Roy Pickering and Archie Leighton had just completed their westbound flight when they took off looking for their co-workers. They returned to Milwaukee after 7:00 p.m. without sighting the downed airplane. Several other aircraft were prepared to resume the search the next morning.

    Gossett continued, “Waves were rolling high. We were sitting in the cabin for about 5 hours when the right pontoon snapped off. Then the right wing cracked. The ship started to list and we had to get out on the left wing to balance it. We dragged the mail out after us and hung on.”

    Pilot Pat Gossett and co-pilot Ben Craycraft were seasoned aviators, both serving in the military.  “Way down deep, I thought we’d never see land again. The waves were hitting the plane hard. We could hear it rip and crack. I knew it wouldn’t be long before it went down,” said Gossett. He added, “Then we saw a light.”

    The light the wet, tired, and frigid crew saw was the Coast Guard cutter Escanaba. It was just before midnight when the Escanaba crew pulled Gossett and Craycraft aboard.  The pilots had been on the water for more than eight hours. Coast Guard crews from all along the Wisconsin and Michigan shores had been searching for the downed airmen since receiving the report at 5:30 p.m. The Escanaba had steamed more than 53 miles from its home port of Grand Haven, Michigan, during the search.

    Gossett, when asked if he would fly again, responded, “I was seasick, cold, and tired. Scared? Never, I will be flying again tomorrow.”