Eastern Iowa's Aviation Heritage

Scott M. Fisher

• Publisher: Arcadia Publishing
• Year: 2011
• Print ISBN:
  9780738583303
• eBook ISBN:
  9781439625590
• Topic: History
• Subtopic: North American History
• Index: History

Iowans embraced aviation from its very beginning. In the late 1800s, Keokuks Baldwin brothers headlined Lee County Chautauqua festivals with balloon ascensions. Two decades later, early powered-flight daredevils like Lincoln Beachey, Glenn Messer, and Eugene Ely thrilled huge crowds along the Mississippi River from Decorah to Fort Madison. Dubuques Clifton Ole Oleson barnstormed from Oelwein to Mount Pleasant and in communities in between. Visionaries like the Livingston brothers from Cedar Falls and Davenports Ralph Cram, Don Luscombe, and Billy Cook started air taxi and freight lines, flight and mechanic schools, and aircraft manufacturing facilities. Iowa City became an original U.S. Airmail stop and, during World War II, Ottumwa and other communities operated training sites for military aviation, with women playing a major role. The postwar establishment of regional air carriers became commonplace, and today a new generation is leading Eastern Iowa into the 21st century while preserving the memory of those who started it all.

Six

INTO THE JET AGE

1950 TO THE PRESENT

The 1950s began the modern era in which aviation technology, much of it learned during the war years, exploded onto the eastern Iowa scene. Leaders of the aviation industry, as a whole, were optimistic that thousands of young men who had served as military pilots and mechanics would return home and continue their affiliation with flying, using the GI Bill to obtain civilian pilot ratings and then purchase small, single-engine airplanes for their own use. Piper, one of the largest builders of small airplanes, including its popular Cub, advertised how easy it was to learn to fly one and how economical it was to own one. (Courtesy of the Antique Airplane Association.)

On any given day, a visitor to a local airport, like Cedar Rapids, could see a large, modern airliner, like this Douglas DC-3, sharing runways with airplanes from years earlier, like this Aeronca C-3. Air travel finally was commonplace, but the dreamers were still busy finding new ways for aviation to enhance the lives of Iowa’s citizens. (Courtesy of the Antique Airplane Association.)

Beechcraft, with its “Twin Beech” Model 18, gave Lockheed and Douglas stiff competition for the growing corporate and regional air-carrier markets throughout the Midwest. (Courtesy of the Antique Airplane Association.)

Even though Glen Phelps had called on his insurance clients in his Monoprep 20 years earlier, it was still considered a novelty for a claims adjuster or salesperson to show up in an airplane, like this Farm Bureau agent’s Piper Super Cub in an Iowa field. Clubs of aviation enthusiasts formed organizations like the Flying Farmers. (Courtesy of the Antique Airplane Association.)

Dusting crops with airplanes was nothing new, but now there were more sophisticated systems that could be ordered ready to install on the aircraft right from the factory. The Piper PA-18 Duster (a Super Cub with spray equipment) was economical and easy to maintain, which was appealing to a new generation of agricultural businesses. (Courtesy of the Antique Airplane Association.)

As World War II was ending, small airplane manufacturers hurried to grab the predicted trend of “a plane in every garage.” Cessna Aircraft, in order to compete with Piper’s Cubs and Super Cubs, designed the 120 and 140 models. They had all-metal fuselages, though the early models had fabric wings. Boasting maximum speeds of 120 miles per hour and ceilings of more than 15,000 feet, the basic versions sold for $3,245. Options included soundproofing, an electrical system including a starter, and deluxe seating. They became very popular for flight training and as entry-level airplanes at an affordable price. (Courtesy of the Antique Airplane Association.)

Meanwhile, Piper developed its own new Tri-Pacer and Colt models that sported tricycle-style landing gear. This design was easier for passengers to enter and exit the airplane, while providing pilots with better visibility on the ground and more positive control during landings, especially in crosswind conditions. These became the next level of private single aircraft for businessmen, sportsmen, and families who needed more space and power than the Cub models. (Courtesy of the Antique Airplane Association.)

There were still wars being waged, and those who had “missed out” on World War II got their chance to serve in Korea. While assigned to Nellis Air Force Base in Nevada, Sid Yahn flew F-51s (shown here). On one occasion, his aircraft’s engine quit during a formation takeoff. During another flight, Yahn was forced to bail out when his engine caught fire. In 1951, his base received a request for one volunteer for Korea. Yahn quickly said, “I’ll take it.” (Courtesy of Sid Yahn.)

In 1952, Sid Yahn was assigned to the 80th Fighter-Bomber Squadron, known as the “Headhunters,” at Suwan Air Base (K-13) in Korea. He flew 126 combat missions in F-80s. Both Sid and his crew chief were from Iowa, thus their aircraft was named Iowa’s Little Wild Rose after the state flower. Yahn led a number of combat missions in this aircraft. When Maj. Charles J. Loring Jr. was assigned to the 80th, Yahn checked him out and flew flight lead during his first combat mission. Later, Loring was posthumously awarded the Medal of Honor—one of only four Air Force personnel to be so honored durin...

Table of contents

• Title Page
• Copyright Page
• Dedication
• Table of Contents
• ACKNOWLEDGMENTS
• INTRODUCTION
• One - BEFORE POWERED FLIGHT
• Two - IOWA’S PIONEER AVIATORS
• Three - BARNSTORMERS AND VISIONARIES
• Four - AVIATION’S GOLDEN AGE
• Five - WORLD WAR II AND THE POSTWAR YEARS
• Six - INTO THE JET AGE